MASTER 
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14 


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Author: 


Parsons,  B r i nc ke r h off , 
Quade  &  Douglas 


Report  on  Detroit  street 
railway  traffic  and... 

Place: 

[Detroit] 

Date: 

1915 


COLUMBIA  UNIVERSITY  LIBRARIES 
PRESERVATION  DIVISION 

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Beport  on  Detroit  street  railway  traffic  and  proposed 
siibway  made  to  Board  of  street  railway  commissioners, 
city  of  Detroit,  by  Barclay.  Parsons  &  Klapp  [Consultiiig 
engineers)  tl^etroit]  1915. 

6  p.  U  5-291  (f.  e.  299)  p.  fold,  nu^  plans  (part  fold.)  tables  (1  foU.) 
dlagrs.  (part  fold,)  29^. 

p.  299  wrongly  nmnbered  291. 


1.  Strget-railroads— Detroit  2.  Subwavs— Detroit  I.  Detroit  Mil- 
icipaTstreet  railway  commission,  n.  Titie.  — 

^  15-16731 

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«K>»«  'THE' 
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SCHOOL  OF 
BUSINESS 


Street  Raitway  Purchase 
Agreement 

ENTERED  INTO  BETWEEN 

The  City  of  Detxoit  and 
The  Detroit  United  Ry. 

Match  17,  1919 


To  be  Submitted  to  the  Voten  §at  Approval 
APRIL  7,  1919 


luuiyiuuiiiiiiuiiy 


ISSUED  BY  THE  BOARD  OF  STREET 
RAILWAY  COMMISSIONERS 


IHIUllUUIIUIIHIIUUIUUIIi^^ 


To  the  People  of  Detroit 


The  Board  of  Street  Railw'ay  Commissioners  respectfully  sub- 
mils  herewith,  the  agreement  entered  into  between  it,  on  behalf  of 
the  City  of  Detroit,  and  the  Detroit  United  Railway,  for  the  pur- 
chase by  the  City  of  the  street  railway  property,  owned  by  the  rail- 
way company,  in  the  City  of  Detroit,  the  City  of  Highland  Park,  the 
Village  of  Hamtramck  and  the  Township  of  Warren,  Macomb 
County,  as  made  and  executed  March  17, 1919. 

Provided  the  agreement  and  a  charter  amendment  accompany- 
uif  it,  are  approved  by  three-fifths  of  the  electors  (male  and  female) 
of  Detroit,  voting  on  the  propositions,  the  contract  for  the  purchase 
of  the  property  will  become  effective,  and  the  city  will  come  into 
possession  of  the  property  July  1,  1919. 


The  board  wishes  the  people  of  Detroit  to  know  that  the  agree- 
ment entered  into  is  the  result  of  numerous  sessions  of  great  length 
during  which  practically  every  phase  of  the  street  railway  problem 
which  has  confronted  the  city  for  more  than  a  score  of  years,  was 
carefully  considered. 


The  three  possible  methods  of  acquiring  a  street  railway 
system,  i.  e.,  purchase  by  agreement,  condemnation  and  piecemeal 
construction,  were  earnestly  weighed,  and,  with  the  advice  of  street 
railway  experts,  the  board  unanimously  concluded  that  the  purchase 
by  agreement  plan  was  the  most  practicable  and  feasible  method  of 
affording  relief  from  the  conditions  now  prevailing. 


In  making  the  agreement,  every  effort  was  made  to  safeguard 
the  interests  of  ^e  people  of  Detroit,  and  the  board  respectfully 

s 


mm- 


fe<liiests  that  the  voters  of  this  dty  study  th«  agreemeiit  carefully 
and  then  eicpress  their  preference  at  the  dcdioa  Monday,  April  7. 


The  agreementLjs  executed,  folbws  in  its  entirety,  but  for  the 
convenience  and  aallstance  of  the  voters  a  synopsis  of  the  salient 
tcaiures  pfQcoiiM  ii. 

BOARD  OP  STEEET  RAILWAY  COMMISSIONERS 

ABNER  E.  LARNED, 

President 

.4.  FRANCIS  C.  McMATH, 

SIDNEY  D.  WALDON, 
EDWARD  T.  FITZGERALD. 
1?^  Secretary. 


The  AfgxmmA  'm  Brief  .  . 

For  the  sum  of  $31,500AX).00,  of  which  ^ISWfmm  is  t0  be 
paid"  down  July  I,  t9^M|sllie  renaindtr  on  or'  before  December 
31. 1931,  th^  Cjlty  of  DemilWill  acquiie  the  street  railway  property 
of  the  Detroit  United  Railway  within  the  Oty  of  Detroit,  the  City 
of  Highland  Park,  the  Village  of  Hamtramck  and  the  Township  of 
Warren,  Macomb  County.  (See  exceptions  not  necessary  for  opera- 
tion of  city  system  enumerated  in  Schedule  "A.") 

Delivery  of  the  f7||]|y  is  to  be  made  July  1, 1919. 

At  the  election  April  7,  the  voters  will  be  asked  tii  approve 
bonds  to  the  value  of  |24jOOO,000.00,  to  take  care  of  the  initial  pay- 
ment of  $15,000,000.00  on  July  1,  and  to  permit  of  the  making  of 
extensions,  betterments  and  improvements  to  the  street  railway 
system  as  now  existing. 

The  city  is  to  pay  interest  at  the  rate  of  six  per  cent  on  the 
unpaid  portion  of  the  purchase  price  (which  is  to  come  out  of  earn- 
ings) until  said  balance  is  fully  liquidated,  but  it  has  the  right  to 
fitdp  the  running  of  interest  by  retiring  the  oittstandtng  bonds  ae^ 
cured  by  mortgage  upon  the  property  at  any  time  before  December 
31, 1919,  if  it  wishes  to  do  so. 

Upon  conveyance  and  delivery  of  the  street  railway  system  to 
the  city,  the  Detroit  United  Railway  is  to  be  permitted  to  run  its 
interurifan  cats  Into  tJie  dly  siibstantially  as  heretofore,  on  pay- 
wumt  to  tile  city  of  cost,  of^  the'  tfansferring  of  ears  over  the  city's 

4 


tracks,  plus  thirty  per  cent.  At  all  times  the  entrance  of  these  inter- 
urban  cars  into  the  city  is  to  be  under  the  reasonable  control  and 
r^ftalatiop  of  the  Board  of  Street  Railway  Commissioners. 

The  agreement  between  die  city  and  the  Detroit  United  Rail- 
way, relative  to  the  compensation  for  use  of  the  city's  tracks  by 
interurban  cars,  may  be  reviewed  at  five-year  periods,  and  in  case 
the  city  and  company  are  unable  to  agree,  the  difficulties  are  to  be 
submitted  to  the  Michigan  Railroad  Commission,  for  determination. 

Neither  the  city  nor  the  company  shall  issue  transfers  for  trans- 
portation of  passengers  over  lines  or  on  cars  of  the  other  party,  and 
the  interurban  passenger  cars  shall  carry  only  passenger  traffic 
originating  in  the  city  districts  fen:  points  beyond  tiie  city  limits, 
and  passenger  traffic  originating  outside  said  dty  limits  coming 
into  the  dty. 

The  Agreement  in  its  Entirety 

THIS  AGREEMENT,  Made  and  executed,  in  duplicate,  tUs  Seven- 
tecntii  day  of  March,  1919.  by  and  between  the  CITY  OF  DETROIT 
(hereinafter  called  the  "City"),  by  the  President  and  Secretary  of  its  Board 
of  Street  Railway  Commissioners,  of  the  first  part,  and  the  DETROIT 
UNITBD  RAILWAY,  a  Michigan  corporatioa  (hereinafter  called  the 
"Compan/*),  of  the  second  part, 

WITNESSETH: 

WHEREAS,  said  Company  is  the  owner  of  all  the  system  of  street 
railways  in  the  City  of  Detroit  and  within  the  City  of  Highland  Park,  ttic 
Village  of  Hamtramck  and  the  Town  of  Warren,  Macomb  County,  and  owns 
or  controls  certain  interurban  railways  extending  from  the  corporate  limits 
of  tihe  City  of  Detroit  to  the  various  places  outsWe  the  City  limits;  and 

WHEREAS,  the  said  City  desires  to  buy  and  said  Company  is  willing 
to  sell  all  of  the  said  street  railway  system  and  property  witiiia  Ae  Cltf 

limits  and  within  the  City  of  Highland  Park  and  the  Village  of  Hamtramck 
and  the  Town  of  Warren,  Macomb  County,  with  certain  exceptions  herein- 
after described;  and 

WHEREAS,  said  property  is  subject  to  certain  mortgage  indebtedness 
hereinafter  qtccified; 

NOW.  THEREFORE.  THIS  AGREEMENT  WITNESSETH: 

The  parties  hereto  agree  as  follows,  the  agreements  of  each  being  in 
consllteratioii  of  the  agreements  of  the  others; 

THE  CITY  OF  DETROIT,  SUBJECT  TO  THE  APPROVAL  BY 
THREE-FIFTHS  OF  THE  ELECTORS  OF  SAID  aTY  VOTING  ON 
THE  PROPOSITION  TQ  AUTHORIZE  THIS  CONTRACT  AND  TO 


ISSUE  BONDS  FOR  CARRYING  OUT  THE  SAME.  AND  SUBJECT 
TO  THE  ADOPTION  BY  THE  ELECTORS  OF  THE  CITY  OF  THE 
CHARTER  AMENDMENT  SUBMITTED  FOR  THE  PURPOSE  OF 
AUTHORIZING  THIS  CONTRACT  AND  THE  FULFILLMENT  OF 
ITS  TERMS  (A  COPY  OF  WHICH  AMENDMENT  IS  HERETO  AT- 
TACHED) AGREES: 

First:  To  buy  from  said  Company  atl  the  street  railway  ayfteni  prop- 
erty and  rights  within  the  limits  of  said  City  and  the  City  of  Highland  Park 
and  the  Village  of  Hamtramck  and  the  Town  of  Warren,  Macomb  County, 
as  fully  described  in  the  schedule  hereto  attached  and  made  a  part  the  out- 
•tandiiiff  bonds  in  excess  of  said  hereof,  marked  Exhibit  A,  and  with  the 
exceptions  also  fully  described  and  set  forth  in  said  schedule,  at  and  for 
the  price  of  Thirty-one  million  fi«  hundred  thousand  dollars  ($31,300,000), 
to  be  paid— Fifteen  mitlion  dollars  ($15,000,000)  in  cash  on  or  about  the 
irat  day  of  Jnly,  1919,  and  the  balance  thereof— being  Sixteen  million  five 
himdred  thousand  dollars  ($16,500,000)— on  December  31,  1931,  and  interest 
on  said  balance  at  the  rate  of  six  per  cent  (6  per  cent)  per  annum  from  the 
date  of  the  payment  of  said  Fifteen  million  dollars  ($15,000,000),  to  be  paid 
semi-annually  on  the  thirtieth  day  of  June  and  thirty-first  day  of  December 
of  e?ch  year  until  the  said  balance  is  fully  paid;  Provided,  however,  that  the 
City  shall  have  the  right  to  stop  the  running  of  interest  by  retiring  all  of 
the  outstanding  bonds  secured  by  mortgage  upon  tli«  property  hereby 
agreed  to  be  conveyed,  either  in  accordance  with  mortgage  provisions  or  by 
purchase  in  open  market,  or  directly  from  the  holders  thereof,  of  all  bonds 
so  secured,  which  the  City  is  hereby  granted  tlie  option  or  privilege  to  do. 
When  all  of  the  bonds  so  secured  shall  have  been  so  purchased  and  retired 
by  the  City  and  cancelled  by  the  Trustee,  and  the  mortgage  discharged,  the 
same  shall-^regardless  of  the  price  at  which  the  bonds  were  purchased  by 
the  City— operate  as  payment  in  full  of  said  deferred  installment  of  the 
purchase  price  (|16i500,<X)0),  and  the  interest  thereon  ^11  then  cease.  The 
Company  shall  give  the  City,  from  time  to  time,  all  information  that  it  has 
or  by  due  diligence  can  acquire  to  enable  the  City  to  locate  the  holders  of 
such  bonds  and  facilitate  the  negotiations  for  the  purchase  thereof.  Upon 
and  after  the  making  of  the  initial  payment  of  Fifteen  million  dollars  ($15,- 
000,000)  hereunder,  the  Company  shall  turn  over  to  the  Street  Railway  Com- 
missioif  all  offers  for  the  sale  of  any  of  said  bonds  that  it  may  from  time  to 
time  receive,  except  that  this  shall  not  apply  to  such  amount  of  bonds  as 
may  be  necessary  to  be  deposited  to  procure  the  release  of  any  certificates 
of  indebtedness  that  may  be  deposited  under  the  provisions  of  Paragraph 
(a)  hereof. 

In  case  the  City  is  unable  to  make  the  initial  payment  of  Fifteen  million 
dollars  ($15,000,000)  herein  provided  for  at  the  time  provided  because  of 
litigation  or  because  of  legal  obstacles  arising  therefrom,  the  time  for  such 
payment  shall  be  extended  for  a  reasonable  period  not  exceeding  ninety 
(90)  days  after  July  1,  1919;  provided  that  such  time  may  be  further  ex- 
tended by  mutual  agreement  between  the  parties,  and  during  such  period  of 
extension  the  relative  positions  between  the  parties  hereto  in  reference  to 
this  agreement  shall  remain  the  same.  In  the  event  of  the  City  being  unable 
to  perform  this  agreement  as  to  payment  of  Fifteen  million  dollars  ($15,- 
000,000)  on  the  delivery  of  the  conveyance  of  the  property  to  be  conveyed 

• 


hereunder  by  reason  of  litigation,  the  city  shall  not  be  liable  for  any  daifuiges 
or  claims  on  account  of  such  non-payment. 

Second:  At  all  times  until  said  purchase  price  sbalf  be  filly  paid,  to 
maintain  said  property  and  all  additions  thereto  and  extensions  thereof  and 
betterments  thereof  and  all  equipment  and  property  now  or  hereafter  pur- 
chased, used  in  connection  with  the  operation  thereof,  in  as  good  repair  and 
in  at  least  as  high  a  state  of  efficiency  as  is  the  property  hereby  purchased 
at  the  time  of  delivery  thereof  to  the  City,  and  to  operate  said  property, 
with  the  extensions  and  additions  thereto,  as  a  street  railway  system. 

The  City  may  abandon  or  remove  trackage  which  by  reason  of  shifting 
population  and  the  like  becomes  useless  or  unprofitable,  and  may  make  any 
other  changes  in  trackage  that  may  seem  desirable,  for  the  betterment  of 
the  system  and  the  service,  upon  obtaining  the  consent  of  the  Trustees  of 
the  mortgages  covering  the  property  affected,  whenever  by  the  terms  of  the 
mortgage  such  consent  is  necessary. 

Third:  Upon  delivery  of  possession  of  the  property  in  said  Schedule 
"A"  described,  to  take  over  and  pay  for  in  cash,  at  its  then  fair  market  value, 
alt  materials,  supplies  and  uninstalled  machinery  useful  and  needful  for  use 
within  a  reasonable  time  for  the  maintenance  and  operation  of  said  City 
street  railway  system,  which  the  Company  may  have  on  hand  at  the  date 
of  delivery  to  the  City  of  possession  of  said  property — said  machinery, 
material  and  supplies  not  being  a  part  of  the  property  described  in  said 
schedule  and  the  price  thereof  to  be  In  addition  to  the  purchase  price  above 
stated. 

THE  COMPANY  AGREES: 

♦ 

To  sell  and  convey  to  the  City  the  property  herein  agreed  to  be  pur» 
chased,  including  all  franchises  and  other  rights  in  the  streets  within  the 
now  existing  exterior  limits  of  said  City  at  the  price  and  on  the  terms  and 
conditions  herein  set  forth  and  to  deliver  possession  thereof  to  the  City  upon 
the  payment  of  said  Fifteen  Million  Dollars  ($15.000!,000)  of  the  purchase 
price,  reserving,  however,  a  lien,  for  the  unpaid  balance  of  said  purdiaae 
price  and  interest,  upon  all  of  said  property  and  all  extensions  and  additions 
thereto  and  betterments  thereof,  and  all  equipment  and  property  used  in 
connection  therewith  until  the  full  payment  of  the  balance  of  said  purchase 
price  as  herein  provided.  Such  conveyance  shall  contain  the  usual  covenants 
of  title  and  of  warranty  and  transmit  a  good  merchantable  title  entirely 
freed  'from  all  liens,  debts,  damages  and  liabilities,  including  suits  or  claims 
for  personal  injuries,  excepting  the  mortgage  liens  aggregating  Sixteen  Mil- 
lion Five  Hundred  Thousand  Dollars  ($16,500,000)  hereinafter  mentioned, 
payment  of  which  by  the  City  shall  be  deemed  satisfaction  and  discharge 
of  the  deferred  payment  of  tiie  purchase  price  and  the  lien  created  hereby 
for  the  balance  of  the  pnrchaae  price  of  the  property  so  to  be  conveyed.  A 
schedule  of  the  mortgages  so  aggregating  Sixteen  Million  Five  Hundred 
Thousand  Dollars  ($16,500,000)  is  hereto  attached  marked  Schedule  "B." 
The  Company  shall  also  furnish  full  and  complete  abstracts  of  title  of  all 
real  estate  to  be  conveyed  hereunder.  Tt  is  understood  that  no  part  of  any 
extension  or  addition  to  said  railway  system  made  by  the  City  is  to  be  sub- 
ject to  the  lien  of  any  mortgage  or  mortgages  heretofore  or  hereafter  made 


T 


by  t^f  Company,  but  ahall  be  subject  to  the  lien  crcate«l  berctij  for  Mid 
unpaid  balance  of  the  purchase  price.  The  Company  from  the  date  Itereof 
until  the  actual  delivery  to  the  City  of  possession  of  the  property  to  be  con- 
veyed hercmidcr  shall  maititaia  all  mmIi  property  in  as  high  a  stats  of  effi- 
ciency  and  repair  as  the  same  is  in  at  the  date  hereof,  msonable  wear  and 
tear  excepted. 

IT  IS  MUTUALLY  AGREED  BY  AND  BETWEEN  THE  PARTIES 
AS  FOLLOWS: 

(a)  Upon  the  making  of  said  Fifteen  Million  Dollar  paymeBt  to  be 
made  concurrently  with  the  conveyance  and  transfer  of  possession  to  the 
City  of  the  property  hereby  agreed  to  be  conveyed,  the  Company  shall  cause 
to  be  caiicdied  all  bonds  secored  by  mortgage  constituting  a  Kenr  against 
said  property  or  any  part  thereof,  except  an  aggregate  of  Sixteen  Million 
Five  Hundred  Thousand  Dollars  ($16,500,000)  face  value  of  said  bonds.  If 
at  flM  tStm  of  such  conveyance  and  payment  it  shall  be  impracticable  to 
obtaiB  a  eancellation  of  all  such  bonds  except  said  Sixteen  MffiioB  Vhn  Htta- 
drcd  Thousand  Dollars  ($16,500,000).  face  value  thereof,  the  Company  shall 
concurrently  with  making  the  initial  payment  of  Fifteen  Million  Dollars 
($15.0n^000),  deposit  with  the  Central  Union  Tmst  Company  of  New  York 
Qty  an  amount  of  United  States  Certificates  of  Ind^tedness,  the  face  value 
of  which  shall  equal  the  difference  between  the  face  value  of  all  outstanding 
bonds  and  Sixteen  Million  Five  Hundred  Thousand  Dollars  ($16,500,000). 
Said  Trust  Company  shall  promptly  collect  all  principal  and  interest  dne  on 
the  maturity  of  any  such  United  States  Certificates  of  Indebtedness  so  de- 
posited with  it  and  promptly  re-invest  the  principal  of  the  sum  in  other 
such  Certificates  bearing  not  less  than  four  and  a  half  per  cent  (4^  per  cent) 
interest.  If  no  such  Certificates  tm  be  obtained  then  soeh  Trust  Company 
■hall  reinvest  such  principal  money  in  any  other  securities  that  may  be  ap- 
proved by  the  City  and  the  Company.  The  Trust  Company  shall  pay  the 
Company  the  interest  accruing  and  collected  upon  such  Certificates  or  other 
■ecnrities  referred  to  for  the  purpose  of  prorittic  for  the  pajrmeat  of  the 
interest  Upon  the  outstanding  bonds  in  excess  of  said  Sixteen 
Million  Five  Hundred  Thousand  Dollars  ($16,500,000),  against  which 
said  Certificates  of  Indebtedness  are  to  be  deponted.  and  said 
Company  shall  therewith  pay  any  coupons  upon  any  such  bonds  outstanding 
against  which  said  Certificates  are  so  deposited,  as  they  mature.  After  the 
deposit  of  said  Certificates  with  said  Trust  Company  such  Certificates  shall 
be  released  from  time  to  time  from  such  deposit  and  ddivered  to  liMi  Coa- 
pany  on  its  depositing  with  said  Tmst  Company  of  certificates  of  the  Trus- 
tee of  the  cancellation  of  the  mortgage  bonds,  and  all  appurtenant  unpaid 
coiqrans— liens  against  said  property  in  sums  of  not  less  than  Ten  Thou- 
sand Dollars  (tMMlOO),  or  some  imltipte  thereof,  and  the  release  of  the 
certificates  to  be  par'  for  par  of  the  bon:ds  so  certified  to  have  been  cancelled. 

If  at  the  time  of  the  conveyance  and  delivery  of  possession  of  the 
property  sold  hereby  there  shall  be  outstanding  any  of  the  bonds  listed  in 
Schedule  "B"  as  "Detroit  Railway  First  Mortgage  5's"  or  "Detroit,  Fort 
Wayne  and  Belle  Ise  RaPway  First  Mortgage  Five  Per  Cent  Bonds,**  the 
Company  shall  deposit  Certificates  of  Indebtedness  as  aforesaid  of  a  face 
valne  equal  to  the  face  value  of  all  of  the  bonds  of  said  two  issues  last  men- 
tioned then  outstanding  and  the  aforesaid  right  to  release  of  Cert^cates  of 
Indebtedness  'Shall  not  be'  esereiaable'  in  respect  of  said  amowal  of  Osrttt 


cates  except  on  the  deposit  as  aforesaud  of  the  certificates  of  the  Trustee 
of  one  of  said  two  mortgages  particularly  mentioned  of  the  cancellation 
of  bonds  secured  by  such  mortgage.  Such  certificates  of  indebtedness  shall 
be  deposited  and  collected  and  proceeds  reinvested  and  disposed  of  in  the 
same  manner  as  provided  with  reference  to  the  other  certificates  of  indeb- 
tedness referred  to  in  this  subdivision  (a) 

(b)   The  City  does  not  agree  to  make  itself  and  shall  not  be  personally 
liable  to  pay  the  balance  of  the  purchase  price  ($l6i00;O0O),  the  payment  of 
which  is  deferred,  or  the  interest  thereon;  but,  to  secure  such  payment, 
the  Company,  its  successors  and  assigns,  shall  have  and  is  hereby  given  and 
shall  solely  look  to  a  first  lien,  for  the  unpaid  amount  of  said  purchase  price, 
and  for  all  interest  thereon,  upon  said  street  railway  system,  and  property 
hereby  agreed  to  be  conveyed  to  the  City,  and  upon  any  and  all  extensions 
and  additions  thereto  and  betterments  thereof,  and  upon  all  equipment  and 
property  obuined  for  use  in  ootmection  therewith  by  the  City,  subject  only 
to  the  bonds  that  are  now  outstanding  and  secured  by  mortgages  upon  said 
street  railway  system.    All  interest  moneys  paid  by  the  City  shall  be  ap- 
plied by  the  Company,  so  far  as  necessary  in  payment  of  the  interest  on  said 
last  mentioned  mortgage  bonds  as  such  interest  shall  matnre.  At  Ae  time 
the  City  shall  make  each  interest  payment,  the  Company  shall  present  the 
certificate  or  certificates  of  the  mortgage  Trustees  showing  payment  of  all 
bond  interest  theretofore  matured.   If  on  December  31,  1931,  the  date  for 
the  payment  of  said  Sixteen  Million  Five  Hundred  Thousand  Dollars  ($1^- 
500.000),  there  are  still  outstanding  any  of  said  bonds  secured  by  mortgage, 
the  City  may  make  payment  of  said  Sixteen  Million  Five  Hundred  Thousand 
Dollsrs  ($1<^500,000),  by  delivering  any  of  said  bonds  to  the  Guaranty  Trust 
Company  of  New  York  City  and  paying  in  cash  to  said  Trust  Company  the 
difference  between  the  face  amount  of  the  bonds  so  delivered  and  said  Six- 
teen Million  Five  Hundred  Thousand  Dollars  ($16,500,000),  which  moneys 
shall  by  said  Trust  Company  be  applied  so  far  as  necessary  to  the  payment 
of  all  of  said  mortgage  bonds  then  remaining  unpaid.   Upon  such  payment 
such  bonds  shall  be  cancelled,  and  the  mortgage  securing  the  same  shall  be 
released  and  discharged  so  as  to  free  the  property  agreed  to  be  conveyed 
hereby  from  the  lien  thereof.  This  ^cement  is  made  upon  the  understand- 
ing that  all  the  mortgage  bonds  hereinbefore  mentioned  will  have  matured 
on  the  first  day  of  January,  1932,  and  that  the  principal  of  the  total  of  said 
mortgage  Indebtedness  does  not  in  the  aggregate  exceed  Sixteen  Million 
Five  Hundred  Thousand  Dollars  ($16,500,000),  and  that  no  interest  thereon 
is  in  arrears. 

(c)  In  the  event  of  default  in  payment  of  any  instaUment  of  interest 
upon  said  unpaid  purchase  price,  or  any  part  thereof,  or  in  the  payment  of 
the  unpaid  portion  of  said  purchase  price  at  the  time  and  in  the  manner 
hereinbefore  provided,  and  the  continuance  of  any  snch  defoult  for  six 
months,  said  Company,  its  successors  or  assigns,  may  (1)  through  any  law- 
ful agency  take  possession  of  the  property  hereby  conveyed  and  all  ex- 
tensions thereof  and  additions  thereto  and  betterments  thereof  and  of  all 
efvipmeat  and  property  used  in  connection  therewith,  and  may  operate  or 
cause  the  same  to  be  operated,  applying  the  net  proceeds  of  such  operation 
upon  said  unpaid  indebtedness,  until  such  time  as  the  City  shall  pay  all 
amounts  in  default,  or  it  may  (2)  foreclose  said  lien  by  any  lawful  method 


and  have  the  right  to  the  appointment  of  a  receiver  forthwith  upon  the 
Imstitutkm  of  sncli  foreclosure  proceeiliiigs. 

(d)  Upon  and  after  tie  conveyance  and  delivery  of  possession  of  the 
street  railway  system  and  properly  hereby  agreed  to  be  conveyed  to  tlie 
City,  the  connections  thereof  with  all  interurban  tracks  shall  be  continued 
and  the  company,  its  snccessors  and  assigns,  may  continue  the  operation 
over  said  system  of  passcngtr,  freight  and  express  cars  of  all  intemrhan 
lines  owned  or  controlled  by  it,  including  all  necessary  construction  and  fe- 
pair  cars,  between  its  passenger  and  freight  terminals  and  the  exterior  lim- 
Itc  of  the  city  line,  provided  always,  that  the  operating,  routing  and  re- 
routing of  such  interurban  cars  over  the  city  system  shall  be  under  the  rea- 
seaable  supervision,  direction  and  control  of  the  Board  of  Street  Railway 
Commissioners  of  the  City.  All  persons  employed  in  the  operation  of  said 
interurban  cars  and  the  care  thereof  while  on  the  dty  system  shall  be  pro- 
vided and  paid  by  the  Company.  The  Company  shaU  maitttain  such  interwv 
ban  cars  and  other  equipment  in  a  safe  and  serviceable  condition  for  such 
operation.  The  City  shall  provide  all  power  necessary  for  such  interurban 
car  opention  while  on  the  City  system,  provided,  however,  that  the  City 
shall  not  be  liable  for  shortage  of  power  caused  by  strikes,  lockouts,  break- 
downs or  other  .causes  beyond  its  control ;  and  shall  provide  for  all  claims 
for  injuries  or  damages  resulting  from  the  operation  of  such  interurban 
cars  thereon. 

The  City  shall  be  compensated  therefor  and  for  the  use  made  by  such 
interurban  cars  of  the  system  upon  the  following  'basis: 

The  Company  shall  pay  the  Gty  monthly  audi  proportkm  of  the  "Ope- 
rating Expense."  chargeable  to  **Ways  and  Structures,**  "Power**  and  •"In- 
juries and  Damages,"  as  those  terms  are  defined  and  classified  by  the  Inter- 
state Commerce  Commission  (accounts  for  which  shall  be  kept  in  accord- 
ance with  the  accounting  practices  prescribed  by  said  Commission)  as  the 
car  mi:leage'  run  by  interurban  cars  oiver  said  City  railway  sys- 

tem shall  bear  to  the  total  car  mileage  thereon,  and  in  addition  thereto  an 
amount  equal  to  thirty  per  cent  (30  per  cent)  of  the  proportion  of  said 
''Operating  Ejtpcnse"  so  ascertained.  The  right  of  the  Company  to  use  the 
city  lines  for  its  interurban  cars  may  at  the  option  of  the  City  be  suspended 
or  terminated,  whenever  the  Company  is  in  default  for  one  calendar  month 
in  the  payment  of  its  proportion  of  any  of  the  aforementioned  "Operating 
Expense"*  chargeable  to  "Ways  and  Structures,''  "Powe/*  and  "Injuries  and 
Damages,"  or  of  the  thirty  per  cent  (30%)  of  the  aggregate  thereof  in  ad- 
dltK||  tllfeto.  or  of  any  sum  that  shall  hereafter  be  fixed  for  such  "Ope- 
ratini  iiiiense,'*  and  profit,  after  a  bill  therdfbr  has  been  received  by  it,  pro- 
vided, if  any  such  bill  so  rendered  and  received  by  it  shall  in  good  faith  be 
disputed  or  contested  such  calendar  month  shall  not  commence  to  n*  un- 
til such  dispute  or  contest  shall  be  finally  determined. 

In  case  of  disagreement  between  the  parties  (1)  at  the  end  of  any  five- 
year  period,  commencing  from  the  delivery  of  the  possession  to  the  City 
of  the  system  and  property  hereby  agreed  to  be  conveyed,  as  to  the 
amounts,  either  of  the  total  car  mileage  or  interurban  car  mileage  or  as  to 
the  proper  amount  of  the  items  "Ways  and  Structures,"  "Power"  and  "In- 
juries and  Damages,"  or  as  to  the  percentage  of  profit  over  and  above  any 

to 


and  all  of  the  aforementioned  "Operating  Expense"  chargeable  to  "Ways 
and  Structures,"  "Power"  and  "Injuries  and  Damages,"  in  the  last  preced- 
ing paragraph  mentioned,  determined  on  the  basis  and  in  the  manner  in  said  * 
paragraph  provided,  or  upon  such  other  basis  as  may  be  determiiied  in  the 
method  hereinafter  provided  to  be  reasonable  and  just,  or  (2)  in  case  of  any 
disagreement  at  any  time  and  from  time  to  time  as  to  the  reasonable  super- 
vision,  direction  and  control  of  such  interurban  traffic  over  said  dty  system, 
either  the  City  or  die  Company  may  bring  such  disagreement  before  the 
Michigan  Railroad  Conunission  or  any  agency  of  the  State  from  time  to 
time  existing,  having  jurisdiction  of  the  regulation  of  street  or  interurban 
railway  companies,  and  the  same  shall  be  determined  by  such  commission 
after  giving  notice  and  opportunity  of  hearing  to  the  other  party. 

Whenever  in  the  future,  by  reason  of  increased  traffic  or  changed  con- 
ditions, or  congestion  of  the  sUeets  of  the  City,  it  may  become  necessary 
in  the  interest  of  the  public  to  restrict  or  change  the  operation  or  routes  of 
interurban  cars  over  the  City  system,  such  needful  restrictions  or  changes 
shall  be  effected,  and  if  the  parties  are  unable  to  agree  with  reference 
thereto  the  matter  in  dispute  or  in  controversy  between  them  shall  be  re- 
ferred to  and  determined  by  the  Michigan  Raik-oad  Commission,  or  such 
other  State  agency  having  jurisdiction  to  regulate  street  or  intemrban  rail- 
ways. 

If  at  any  time  when  disagreement,  dfspute  or  controversy  mentioned  in 
the  last  two  preceding  paragraphs  shall  arise,  there  shall  be  no  Railroad 
OMumission  or  other  such  State  agency  or  if  such  Commission  or  Stale 
agency  refuse  to  act,  such  matters  in  dispute  or  in  cotttroiversy  shdl  be  de- 
termined by  arbitration  as  follows: 

The  arbitrators  shall  be  selected  in  the  following  manner,  to-wit:  The 
City  shall  select  one  and  the  Company  shall  select  one,  and  the  two  thus 
chosen  shall  select  a  third,  and  the  persons  thus  chosen,  after  a  full  hearing 
and  examination  of  the  matter  m  dispute,  shall  within  thirty  (30)  days  after 
final  submission  determine  the  same  in  writing,  and  the  decision  of  the  ma- 
jority of  the  three  persons  thus  chosen  shall  be  final.  If  either  party  shall 
neglect  or  refuse  to  appoint  an  arbitrator  on  its  own  part  within  ten  days 
after  receiving  written  notice  from  the  other  of  its  appointmrat  of  an  arbi- 
trator on  its  part,  the  arbitrator  so  appointed  by  the  party  giving  such  no- 
tice may  sdeit  a  diatdterested  person  to  act  as  another  arbitrator  for  and 
on  account  of  the  party  so  notified  and  refusing  or  neglecting  to  appoint 
an  arbitrator  on  its  part,  and  the  two  thus  chosen  shall  select  a  third.  If 
the  two  so  chosen  by  either  of  the  methods  above  provided  for,  within  ten 
days  after  their  appointment  shall  be  unable  to  agree  upon  a  third  arbi- 
trator or  shall  fail  to  ae^ree  upon  a  third  arbitrator,  then  and  in  that  event 
either  party  hereto  shall  and  may  notify  the  Presiding  Judge  of  the  United 
States  Circuit  Court  of  Appeals  for  the  Sixth  Circuit  of  such  fact,  and  he 
or  such  person  as  he  may  designate  shall  appoint  said  third  arbitrator.  The 
decision  and  award  of  the  arbitrators  as  herein  provided  or  any  two  of  ettem 
shall  be  binding  and  conclusive  upon  the  parties  hereto  with  respect  to  the 
matters  so  submitted  to  and  decided  by  said  arbitrators.  If  any  arbitrator 
appointed  by  either  of  the  parties  hereto  shall  neglect  or  fail  to  act.  notice 
of  such  failure  shall  be  served  upon  the  party  appointing  such  arbitrator  by 
the  other  party  ,  and  in  case  such  party  shall  fail  to  appoint  another  arbi- 


11 


trator  or  sbaU  fail  to  cause  the  arbitrator  so  appointed  to  act  and  such  fail- 
nre  aball  continue  for  a  period  of  ten  days,  the  arbitrator  appointed  by  the 

*  other  party  shall  thereupon  name  a  peraon  to  act  as  an  arbitrator  on  bcbalf 
of  the  other  party,  and  the  two  thus  chosen  shall  select  a  third,  and  the  de- 
cision and  award  of  such  arbitrators  or  any  two  of  them  shall  be  binding 
and  conclusive  upon  said  parties  hereto  with  respect  to  the  matteri  so  snh- 
mitted  to  and  decided  by  the  said  arbitrators.  The  award  and  decision  of 
the  arbitrators  under  the  provisions  hereof  shall  be  served  by  them  or  some 
of  them  upon  the  parties  hereto  within  ten  days  after  the  time  when  such 

"  arbitrators  shall  make  their  award,  which  award  and  decision  shall  be  signed 
by  said  arbitrators.  Each  of  the  parties  hereto  shall  bear  one-half  of  the 
expense  of  such  ^|||||^^ 

When  the  property  is  delivered  to  the  City  as  herein  provided,  the  Com> 
pany  shall  simuluneously  deliver  all  books,  records,  documents,  literature, 
data  relating  to  the  management  and  operation  of  the  railway  system  and 
property  hereby  agreed  to  be  conveyed  and  useful  and  proper  for  the  opera- 
tion, and  management  tlitifeof* 

Upon  the  execution  of  fhia  agreement  and  the  delivery  of  possession  of 
the  property  hereby  agreed  to  be  conveyed,  all  pending  suits  and  actions 
•ad  alleged  causes  of  action  between  the  parties  shall  be  thereby  settled, 
released  and  discharged,  and  the  Oty  shall  withdraw  or  cause  to  be  discon- 
tinned  all  {lending  complaints  and'suits  for  the  violation  of  ordinances. 

Neither  the  City  nte  the  Company  shall  issue  transfers  I ttif  transporta- 
tion of  passengers  over  lines  or  on  cars  of  the  other  party,  and  the  Company 
shall  not  be  required  to  carry,  and  so  far  as  it  can  reasonably  avoid  shall 
not  carry,  any  local  passengers  on  intemrban  cars  over  the  City  Railways, 
it  being  the  understanding  that  snch  intemrban  passenger  cars  shall  carry 
only  passenger  traffic  originating  in  the  City  destined  for  points  beyond 
the  City  limits  and  passenger  traffic  originating  outside  said  limits  coming 
into  the  City. 

In  witness  whereof,  the  City  of  Detrmt  has  caused  these  presents  to  be 
executed  by  the  President  and  Secretary  of  the  Board  of  Street  Railway 
Commissioners  and  the  Detroit  United  Railway  has  caused  its  name  to  be 
set  and  its  corporate  seal  to  be  affixed  by  its  President  and  Secretary,  pursu- 


it 


ant  to  resolutions  of  its  stockholders  duly  adopted  at  a  meetii^  heretofore 
held  and  of  its  Board  of  Directors  duly  adopted  at  a  meeting  of  said  Board 
on  the  seventeenth  day  of  March,  1919. 

CITY  OF  DETROIT. 

ABNER  £.  LARNED, 
President  of  Board  of  Street  Railway  Commissioners. 

EDWARD  T.  FITZGERALD, 
Secretary  of  Board  of  Street  Railway  Commissioners. 
DETROIT  UNITED  RAILWAY, 
F.  W.  BROOKS, 

President 
A«  'Sa.  PETERS, 

Secretary. 

Signed,  Scaled  and  Delivered  in  |he  presence  of 

JAMES  COUZENS, 
OTTO  KIRCHNER, 
ELLIOTT  G.  STEVENSON, 
CHAS.  A.  DRUMMOND. 

STATE  OF  MICHIGAN, 
COUNTY  OF*  WAYNE  (SS). 

On  this  17th  day  of  March,  1919,  before  me  appeared  Abner  E.  Larned 
and  Edward  T.  Fitzgerald,  to  me  personally  known,  who  bang  by  me  duly 
sworn,  did  each  say  that  the  first  named  is  the  President  and  the  last  named 
is  the  Secretary  of  the  Board  of  Street  Railway  Commissioners  of  the  City 
of  Detroit,  and  that  said  instrument  was  signed  and  sealed  in  behalf  of  said 
corporation  by  authority  of  said  Board  of  Street  Railway  Cmnmissiottera, 
and  the  said  Abner  E.  Larned  and  Edward  T.  Fitzgerald  each  acknowledged 
said  instrument  to  be  the  free  act  and  deed  of  said  corporation. 

ALVIN  B.  HICKS. 
Notary  Public,  Wayne  Couiity,  Mich.  * 

My  commission  expires  Sept.  9, 1919. 

STATE  OF  MICHIGAN, 
COUNTY  OF  WAYNE  (SS). 

» 

On  this  17th  day  of  March,  1919,  before  me  appeared  Frank  W.  Bfoolcs 
and  A.  E.  Peters,  to  me  personally  known,  who  being  by  me  duly  sworn,  did 
each  say  that  the  first  named  is  the  President  and  the  last  named  Secretary 
of  Ute  Detroit  United  Rulway,  and  that  the  seal  affixed  to  said  instrument  is 
the  corporate  seal  of  said  corporation  and  that  said  instrument  was  signed 
and  sealed  in  behalf  of  said  corporation  by  authority  of  its  Board  of  Direc- 
tors, and  the  said  Frank  W.  Brooks  and  A.  E.  Peters  each  acknowledged 
said  instmment  to  be  the  free  act  and  deed  of  said  corporation. 

ALVIN  B.  HICKS, 
Notary  Public,  Wayne  County,  Mich. 

My  commission  expires  S^pt  9, 1919. 


It 


lament 

Ttm  pwpWMd  charter  amendment  submitted  by  the  Street  Railwajr  Com- 
iniaiiiMi  mi  mentioned  in  the  communication  from  that  commitaiiMt  «t  thtt 
session  was  then  read  by  the  ekrk,  as  followt:  i 

Be  It  Resolved,  That  this  body,  being  the  legisktive  body  of  the  City  of 
Detroit,  by  a  three-iftlis  vote  of  the  members  elect,  propose  an  aiiflMlment 

to  Chtpter  13  of  Title  IV  of  the  Charter  of  the  City  of  Detroit  by  adding? 
thereto  a  section  to  be  known  as  Section  23,  for  the  purpose  of  authorizing 
the  Board  of  Sto'cet  Railiray  Commissioners  of  the  City  of  Detroit  to  make  a 
contract  for  the  pnrdnsc  of  a  pabUc  iMiitr:  and 

Be  It  Further  Resolved,  By  this  body,  by  a  tiiree-ifths  vote  of  the  mem- 
bers-elect* that  said  anu  ndment  be  in  form,  words  and  figures  as  hereinafter 
set  forth,  and  that  said  amendment  be  printed  and  submitted  to  the  qualified 
electors  of  the  City  of  Detroit,  male  and  female,  at  an  election  to  be  held 
in  said  dty  ou  April  7,  lfl9,  in  'tlM  foilowing  form,  words  and  fitfures: 

A  Bill  to  amend  Chiqiter  13  of  Title  IV  of  an  Act  entitled  "A  Bill  (an 
Act)  to  provide  a  Charter  for  the  City  of  Detroit  and  to  repeal  Act  No.  326 
of  the  Local  Acts  of  the  year  1883,  entitled  'An  Act  to  provide  a  Charter  for 
the  <^ty  of  Detroit  and  to  repeal  all  special  acts  rehitiag  to  the  city  except 
such  as  no  city  my  alter,  aaend  or  repeal,  in  conflict  with  any  provisions  of 
this  Charter  (which  charter  of  the  City  of  Detroit  was  adopted  by  the  elec- 
tors of  said  city  at  an  election  held  June  25th,  1918.  pursuant  to  the  pro- 
visions of  Act  Nol  299'  of  the  Pnblc  Acts  of  1909,  as  amended)*  **  by  adding 
thereto  a  acctioa  to^  be  ka^oiini  as  Section  Twmty-4kn9  (23). 

THE  PEOPLE  OF  THE  STATE  OF  MICHIGAN  AND  THE  PEO- 
PLE OF  THE  CITY  OF  DETROIT  ENACT: 

Section  1.  That  Chapter  XIII  of  Title  Four  (4)  of  an  Act  entitled  "A 
BUI  to  provide  a  Charter  for  the  City  of  Detroit  and  to  repeal  Act  No.  326 
of  the  Local  Acts  fcMr  the  year  Ii83  eatitied  *An  Act  to  provide  a  Charter 
for  the  City  of  Detroit  and  to  repeal  aU  special  acts  reUting  to  the  Qty, 
except  such  as  no  city  may  altert  amend  or  repeal,  in  conflict  with  any  provi- 
sions of  this  Charter  (which  Charter  of  the  City  of  Detroit  was  adopted  by 
the  electiM's  of  said  city  at  an  ekctioa  held  June  25,  1918,  pursuant  to  the 
provisions  of  Act  No.  279  of  Public  Acts  of  1909,  as  amended)' "  be  and  the 
same  is  hereby  amended  kf  adding  thereto  Section  Twenty-three  (23),  so 
as  to  read  as  follows: 

Section  23.  Said  Board  is  hereby  authorized  and  empowered  to  make  a 
contract  wr  contracts  upon  such  terms,  indnding  terms  of  present  or  de- 
ferred payment,  and  upon  rach  conditions  and  la  such  manner  as  it  may 
deem  proper  to  acquire,  own,  operate  and  maintain  a  public  utility  system 
(or  supplying  transportation  to  the  city  and  the  inhabitants  thereof.  If  a 
contract  be  made  for  the  purchase  or  acqoirtng  of  the  oristing  transporta- 
tion aystcn  in  the  city  and  within  a  distance  of  ten  mites  from  any  portion 
of  its  limits,  then  said  Board  may,  for  the  purpose  of  acquirinpr  it,  pay  down 
in  cash  whatever  amount  may  be  agreed  npon  as  the  initial  payment  of 
the  purchase  price,  the  remainder  or  balance'  of  the  purchase  price  agreed 
upon  to  become  and  remain  a  Men.  upon  'the  property  so  parchased  or 

u 


acquired  until  paid  and  discharged  and  the  contract  may  so  provide.  Said 
Board  may  also,  with  the  consent  of  the  Common  Council,  issue  the  public 
utility  bonds  of  the  city  in  such  amount,  not  exceeding  the  amount  that 
the  dty  may  legally  issue  and  not  to  exceed  Twenty-four  million  dollars 
($24,000,000),  (which  amount  is  approximately  a  little  less  than  two  per 
cent  of  the  assessed  valuation  of  the  real  and  personal  property  of  the 
city),  and  in  such  denomination,  bearing  such  rate  of  interest,  and  matur- 
ing at  such  time,  not  exceeding  thirty  (30)  yrars  frcmi  the  date  of  issue,  as 
the  Board  may  determine,  for  the  purpose  of  securing  money  with  which  to 
make  the  first  or  initial  payment  as  provided  in  such  contract  for  the  prop- 
er^, and  also  for  the  purpose  of  providing  the  means  or  money  with  which 
to  build  extensions  and  make  additions  and  betterments  and  to  procure  ma- 
chinery, material  and  supplies  for  said  street  railway  system  so  purchased  or 
acquired.  Said  Board  may,  for  the  purpose  of  meeting  the  payment  and 
rctniag  the  bonds  so  tssoed,  provide  a  sinking  fund  into  which  suffident  of 
the  earnings  of  the  said  railway  shall  be  placed  in  order  to  pay  the  prindpal 
and  interest  of  bonds  so  issued  at  maturity  and  to  provide  the  means  or 
money  with  which  to  pay  the  remainder  of  the  purchase  price  of.  said  rail- 
way system  on  or  before  December  31,  IS^l,  to  the  end  that  tiM  entire  cost 
of  said  transportation  system  shall  eventually  be  paid  from  the  earnings 
thereof;  Provided,  That  in  no  event  and  under  no  circumstances  shall  the 
dty  be  personally  Ikble  for  more  than  two  per  cent  (2%)  of  the  assessed 
valuation  of  its  real  and  personal  property  for  the  purchase  of  such  trans- 
portation system.  Provided  further:  That  no  contract  for  the  purchase  of 
the  existing  public  transportation  utility  system  in  said  city  shall  be  binding 
upon  the  City  unless  the  proposition  thereof  shall  have  first  received  the 
affirmative  vote  of  three-fifths  (3/S)  of  the  qualified  electors,  male  and 
female  voting  thereon  at  any  regular  or  special  election  held  in  said  City. 

The  powers  in  this  section  contained  and  conferred  shall  be  in  addition 
to  the  powers  provided  in  the  other  sections  of  this  chapter  not  inconsistent 
herewith,  and  the  exercise  thereof  shall  not  impair  or  affect  the  right  to 
exerdse  any  ot  the  powers  in  the  other  sections  of  this  chapter. 

Said  Board  shall  cause  to  be  performed  all  the  duties  and  obligations 
imposed  by  said  contract,  in  case  it  {^approved  by  ^  deetors  and  aforesaid. 

Any  provision  of  this  Charter  inconsistent  with  the  provisions  of  this 
Chapter  shall  not  be  construed  as  limiting  the  power  provided  for  in  this 
Chapter.  Any  proposition  submitted  under  the  provisions  of  this  Chapter 
may  be  submitted  to  the  electors  by  resotutbn  of  the  Common  Council. 

All  Acts  or  parts  of  Acts  inconsistent  herewith  are  hereby  repealed. 

Do  you  favor  the  above  amendment? 

Yes    (  ) 

No     (  ) 

Schedule '  W 

The  Detroit  United  Railway  and  the  Detroit  and  Highland  Park  R.  R. 
Co.  convey  to  the  City  of  Detroit  all  right,  title  and  interest  of  every  kind 
and  nature,  including  real  estate,  tracks,  rights  of  way  and  trackage  rights 
in  and  to  the  following  generally  described  properties  in  the  City  of  Detroit, 
the  City  of  Highland  Park  and  the  Vttlage  of  Hamtram^  and  Warren 


townaliiii,  Macomb  comity,  >■  tlieir  boundaries  are  ixcd  as  of  Marcti  17, 
1919.  and  also  certaim  trades^  rights  of  way  and  trackage  rights  outside  said 
city  and  village  limits,  and  now  owned  by  said  Companies  for  the  operation 
of  the  city  car  lines,  as  at  present  routed  and  run,  with  the  exception  of 
certain  items  sfNtctiailly  mcatioiied  and  berdnafler  specified  aa  omitted. 
The  intention  of  the  parties  hereto  being  to  sell,  convey  and  deliver  on  the 
one  hand  and  to  purchase  and  acquire  on  the  other  hand,  the  existing  City 
System  as  now  owned  and  operated  by  the  Detroit  United  Railway  (except 
tlie  Grosse  Pointe  Line  and  the  Wyandotte  Division),  together  with  the 
complete  tracks,  rights  of  way,  franchise  rights,  leaseholds,  power  contracts, 
trackage  rights  and  equipments  used  or  useful  in  the  operation  of  said  City 
system  as  a  whole  as  operated  by  the  Detroit  United  Railway  as  of  March 

17,  im 

The  following  classes  of  property  and  equipment  are  enumerated  to 
designate  the  general  character  of  the  pri^rty  to  be  conveyed,  and  as  a 
basis  for  a  full  detailed  inventoiy  to  be  made  as  of  the  date  of  actual 
transfer  of  title.  It  is  understood  that  the  specific  description  contained 
in  this  schedule  or  its  appendicea  shall  not  limit  or  qualify  the  words  of 
general  description  contained  in  .the  contract  to  wych  this  schedule  is 
attacked. 

Iteiii  1-^if|ilB  of  W«y 

All  rights  of  way  and  easements  and  franchise  rights  of  all  kinds,  such 
as:  Underground  for  water,  air,  sewage,  oil.  fas,  steam,  electric  transmis- 
sion and  distribution,  telephone,  telegraph,  signal  lines,  feeders;  on  the 
snrface  lor  track,  highways  or  footways;  overhead  for  feeders,  trolley,  trans- 
mission lines,  telephone,  telegraph,  signal  lines,  distribution  lines;  except 
those  specifically  retained  as  shown  in  Appendix  "A,"  annexed  hereto. 
The  rights  of  way  to  be  conveyed  are  tentatively  listed  in  Appendix  "A." 

Item  2 — Lands 

All  lands  used  or  useful  in  electric  railway  operation,  and  also  all  lands 
now  owned  by  the  Detroit  United  Railway,  and  Detroit  and  Highland  Park 
R.  R.  Co.,  whether  or  not  used  or  useful,  except  those  lands  specifically 
retained  and  which  are  listed  in  Appendix  "A,"  annexed  hereto,  and  said 
lands  to  be  conveyed  to  the  City  also  are  tentatively  listed  in  Appendix 
"A,"  aU'ttcxed  hereta 

Utrnn  3— Grading,  Ballast,  Ties,  etc. 

All  grading,  embankment,  ditches,  drains,  retaining  walls,  riprap,  ballast 
of  all  kinds,  concrete  foundations,  concrete  roadway,  and  ties  of  all  kinds; 
It  being  the  inten%>n  hereof  to  convey  all  surface  and  mihswrface  work  of 
thia  character  as  fie  same  now  iluidt. 

iliefn  4— Rails,  Rail  Fastenings  and  Joints 

All  rails  and  rail  fastenings,  such  as  spikes,  tie  plates,  bolts,  fishplates 
and  other  material  for  both  revenue  and  non-revenue  track,  such  as  car 
barns,  power  station,  yards,  shops,  switches,  sidings,  wyes,  loops,  etc.  The 
total  track  mileage  applying  to  this  item  is  set  forth  in  Appendix  "B," 
annexed  hereto. 

If 


item     Special  Woric 

All  track  special  work  appl^ng  to  the  track  herein  convejred  consisting 

of  steam  and  street  railway  crossings,  crossovers,  curves,  frogs,  runoffs, 
switches,  switch  mate,  turnouts,  guard  rails  used  in  connection  therewith. 

Item  6— Paving 

All  paving  and  its  accessory  foundations,  about  tracks,  special  work, 
crosswalks,  streets,  alleys  and  elsewhere. 

Mem  7-4toadway  Machinery  and  Tools 

All  roadway  machinery  and  tools,  including  snaall  tools  in  use,  used  in 
the  construction  and  maintenance  of  the  railway  property,  and  shop  tools. 

Item  8— Tunnels  and  Subways 

All  tunnels  and  subways,  including  apparatus  for  ventilatinff  and  light- 
ing and  safety  appUaacca. 

Hem  9— BridlPtt  Trestles  and  Culverts 

All  bridges  and  trestles  over  streams,  ravines,  marshes,  streets  and  other 
railways,  including  abutments,  piers,  supports,  draw  and  pier  protection; 
wing  dams  and  cribs,  ice  breakers,  machinery  to  operate  drawbridges; 

culverts  and  culverts  for  drainage  system. 

Hem  10 — Crossings,  Fences  and  Signs 

All  construction  for  street,  road  and  farm  crossings  at  grade;  overhead 
bridges  and  viaduct^,  roadways  of  imdergrade  footways,  wagon  roads  or 
cattle  crossings,  crossing  gates,  cabins  and  towera,  warmng  signals,  right  of 
way  fences,  snow  and  sand  fences,  cattle  guards,  warning  and  other  railway 
signals. 

item  11--Signals  and  Interlocking  Apparatus 

All  signal  and  interlocking  apparatus,  including  towers  and  other  build- 
iugs  incident  thereto. 

Item  12— Telephone  Lines 

All  telephone  lines,  including  conduits,  poles,  cables,  wires,  booths  and 

instruments,  excepting  the  telephone  dispatching  lines  and  appurtenances 
thereto  used  only  for  the  dispatching  and  other  business  of  the  owned  and 
controlled  interurban  lines. 

Item  13— Poles  and  Fixtures 

All  pole  lines  and  structures;  including  poles,  cross  arms,  insulator 
pins,  brackets  and  other  pole  fixtures,  braces  and  other  supports  for  holding 
poles  in  position,  and  structures  for  supporting  the  overhead  electrical 
construction. 

Item  14 — Underground  Conduits 

All  conduits  for  underground  wires  and  cables,  including  manholes, 
sewer  connections,  sewer  traps,  and  all  fixtures. 


HiMii  IS— Distributioffi  System 

All  overhead  and  underground  feeders  for  low  tension  power  from 
power  stations  and  substations,  with  insulators  and  connectiona;  track  Wild- 
ing, overhead  trolley  lines,  including  trolley  wire,  guard,  span,  atniiii,  sup- 
plementary and  other  wires  and  catenary  construction. 

Item  16 — Shops  and  Car  Hoittss 

All  shops,  car  alicds.  car  houses,  oil  houses,  sand  houses  and  store- 
houses, pits,  mmttm-  tahles,  turntables,  and  built-in  scales;  heating  and 
ighting  apparatus;  water,  gas,  and  sewer  pipca  and  oonncctions.  The  fore- 
going are  listed  in  part  in  Appendix       anaexed  hereto. 

Item  IT—StetioiM,  iiisosllaneous  Buildingii  ami  Stnietyrat 

All  stations,  waiting  room!  and  other  buildings  not  provided,  fol  else- 
where. 

Item  in— Wharvas  and:  'Dodca 

All  whanres,  docks,  slips  and  other  landings  for  vessels,  machinery  tad 
other  apparatus  on  docks  and  wharves;  piling,  pile  protection  cribs,  coffer- 
dams, and  protection  of  docks. 

Item  19 — Other  Ways  and  Structuras 

All  other  ways  and  structures  not  included  in  any  of  the  foregoing 
items. 

Item  20— Passenger  and  Combination  Cars 

All  passenger,  baggage,  parlor,  chair,  combination  passenger  service  and 
private  cars,  including  bodies  and  trucks  and  all  fixtures  and  appliances  in- 
side of  or  attached  to  the  car  body  or  trucks.  Th*  foregoing  are  listed  in 
part  in  Appendix  "D,"  annexed  hereto. 

Mam.  21— ^rtifht,  Ex|ir«M  ^and  Mail  Cart 

All  freight,  express  and  mail  cars,  including  bodies  and  trucks  and  all 
fixtures  and  appliances  inside  of  or  attached  to  the  car  body  or  trucks.  The 
foregoing.  If  any,  will  be  listed  in  Appendix  "D,"  annexed  hereto. 

Item  22~Service  Equipment 

All  water  cars,  sprinkler  cars,  sand  cars,  salt  cars,  supply  cars,  main- 
tenance of  way  and  line  cars,  snow  plows,  sweepers,  scrapers  and  miscel- 
laneous snow-handling  equipment,  pile-drivers,  rail  grinders,  cranes,  weld- 
ing and  bonding  apparatus  and  similar  equipment,  cupolas  and  locomotive 
cranes.  The  foregoing  are  listed  in  part  in  Appendix  "D,"  annexed  hereto. 

Item  23—EiactFie  Ei|yipmaiit  of  Cara 

All  electric  motive  equipment  and  wiring  of  cars.  The  foregoing  are 
listed  in  part  in  Appendix  "D,"  annexed  hereto. 

Item  24 — Locomotives 

Locomotives,  including  apparatus  and  fixtures  and  the  necessary  elec- 
trical equipment.  The  foregoing  are  listed  in  part  in  Appendix  "D,"  an- 
nexed hereto. 


IS 


Item  25— Shop  Equipment 

All  machinery  and  tools  used  in  shops  and  car  houses,  such  as  stationary 
engines  and  boilers,  motors,  compressors,  shafting,  belting,  cranes,  forges, 

portable  scales,  conduits  and  fixtures  conveying  compressed  air,  machine 
tools  and  other  machinery  and  tools. 

Item  26  Furniture 

All  movable  furniture  and  fittings  for  shops,  power  plants  and  snb- 
station  buildings,  stations,  waiting  rooms  and  offices. 

Itwn  27— Mlioellaneoua  Equipment 

All  equipment  of  general  stables,  including  horses,  harness,  drays, 
wagons,  automobiles,  and  other  vehicles,  all  repair  shops,  testing  labora- 
tories. Compressed  air  plant  for  air  brakes.  The  foregoing  are  shown 
in  part  In  Appendices  "A,-  "C,**  "F,"  and  "G.-  . 

Item  28 — Power  Plant  Buildings 

All  power  generating  plants,  including  drainage,  gas,  sewer  and  water 
pipes  and  connections  and  fixtures,  grading  and  fencing,  coal  trestles  and 
pockets,  wells,  pipe  lines  to  Supply  water  for  steam  plant.  The  foregoing 
are  listed  in  part  in  Appendices  "A,"  "Q"  and  "H." 

Item  29— SulMtetion  Buildings 

All  buildings  used  as  power  substations  or  storage  battery  buildings,  in- 
cluding drainage,  gas,  and  water  pipes  and  connections,  grading,  improving 
and  fencing  grounds.  The  foregoing  are  listed  in  part  in  Appendices  "A," 
•*C"  and  "H,"  annexed  hereto. 

Item  30 — Power  Plant  Equipment 

All  engines,  boilers,  pumps,  condensers  and  equipment  for  generating 
steam  power;  dynamos,  generators  and  turbines;  wiring  and  appliances  and 

other  equipment  for  generating  electric  current.  Traveling  cranes,  switch- 
boards and  fixtures  and  appliances  connected  therewith.  The  foregoing-  IS 
listed,  in  part,  in  Appendix  "I,"  annexed  hereto. 

Item  31 — Substation  Equipment 

All  hoilers,  storage  batteries,  transformer?,  rotary  converters,  switch- 
boards, motor  generator  sets,  switchboards  and  fixtures  and  appliances  con- 
nected therewith,  and  equipment  for  portable  substations.  The  foregoing 
are  listed  in  part  in  Appendix  "Jj"  annexed  hereto.  Also  all  Detroit  United 
Railway  substation  apparatus,  equipment,  switchboards,  etc.,  in  the  sub- 
station buildings  of  the  Detroit  Edison  Company.  This  latter  property  is 
listed,  in  part,  in  Appendix  **S"  annexed  hereto. 

Item  32 — Transmission  System 

All  poles,  fixtures  and  conduits,  cables,  wires,  insulators,  and  insulating 
material. 

It  being  understood  that  the  ctessifications  above  set  forth  include  some 
species  of  property  that  are  not  owned  by  the  companies,  and  that  the  in- 
tention is  that  the  companies  shall  convey  to  the  City  all  property  owned  bj 

tt 


mui  conpaiiies,  or  eitlicr  of  them,  Mling  ui»l«r  Mid  elassei,  with  the  ez- 
ceptiimt  herein  tpecificil. 

Ai  of  these  Appendieei  are  heMeved  to  be  mbstsntlaUy  correct  hut  have 
not  bees  verified. 

LAND 

LOCATION  OF  VARIOUS  PARCELS  OF  REAL  ESTATE  OF 
THE  DETROIT  UNITED  RAILWAY  WITHIN  THE  PRES- 
ENT (MARCH  17tll,  CITY  LIMITS  OF  THE  CITY 
OF  DfTROffT 

Parcel 

No.  Description  and  Location 

*1   Former  General  Offices,  12  Woodward  Aveitne. 

3  Power  Station  "A;'  North  Side  of  Atwater  near  Riopelle^ 

4  Clark  Car  Storage  and  Wye.  West  Side  of  Chirk  near  Wabash  It  R. ' 

5  Power  Station  "B."  S.  W.  Comer  of  Atwater  and  Riopelle. 

*7  Intemrban  Station  and  General  Offices,  on  Jefferson,  Bates  and  Wood- 
bridge. 

♦8  Residence.  N.  W.  Coni«r  West  Jellersoii  and  Traver. 
9  Power  DepL  Headinarters,  S.  E.  Comer  of  Woodbridge  ind  St  An- 
toine. 

10  Car  Clearance,  S.  E.  Corner  of  W.  Fort  St.  and  Dearborn  Avenue. 

11  Re^dence.  S.  W.  Corner  of  E.  Fort  St.  and  I>e<|uindrt. 
•12  Vacant,  S.  E.  Corner  of  Lexington  and  Carter. 

13  Residence,  S.  E.  Corner  of  E.  Fort  St.  and  Dequindre. 

14  Baker  Car  House,  S.  W.  Corner  of  Bix  and  Dragoon. 

15  Residence.  N.  W.  Corner  of  E.  Fort  St.  and  Dequindre. 
•16   Residence.  E.  S.  of  Infantry,  south  of  Dix  Ave. 

17  Retidence,  N.  E.  Corner  of  E.  Fort  St.  and  Dequindre. 

18  Track  Location,  S.  W.  Corner  of  Toledo  and  Clark  Aves. 

♦19   Interurban  Car  House.  Monroe,  Macomb.  Dequindre  and  St.  Aubitt. 

*20   Business  Property.  N.  E.  Corner  of  Michigan  and  Huron  Ave. 

♦21   East  Side  Freight  Terminal,  Monroe.  Macomb,  St.  Aubin  and  Chene. 

•22  Business  Property,  N.  W.  Corner  of  Michigan  and  Huron. 

•23   Vacant,  S.  W.  Corner  of  Chami^lain  and  Helen. 

^4  Business  Property,  Grand  Pwr,  Myrtle,  Trumbull  and  Sycamore. 

•25   Business  Property.  N.  W.  Comer  of  Jefferson  and  Hibbard. 

26  Michigan  Car  House.  Michigan  and  Welch  Avenues. 

27  Jefferson  Car  House  and  Yards'.  Jefferson  and  St.  Jean  Avenues. 

28  Ahr  Charging  Station.  S.  Side  of  Forest,  near  Wabash. 

29  Kercheval  Car  House.  N.  W.  Corner  of  Kercheval  and  Concord  Aves. 

30  Battery  Station  "L."  Hancock  Ave.,  between  Third  and  Fourth  Aves. 
^31   Business  Property,  S.  W.  Corner  of  Chene  and  Hunt. 

32  Michigan  Car  House  Addition.  West  Side  of  Military  Avenue,  near 
Michigan. 

♦33  Superior  Freight  Yards,  Superior  and  Gratiot  Avenues. 

34  Warren  Qir  Bouse,  Warren  and  Lawton  Avenues. 

35  Brash  Car  House,  N.  E.  Comer  of  Russell  and  Ferry. 


36  Warren  Ave.  Car  Yard,  S.  E.  Corner  of  Warren  and  Lawton  Avenues. 

37  Track  Dept.  Shops.  Harper  Ave.  and  M.  C.  Belt  Line  R.  R. 

38  Office  and  Compressor  Station,  N.  W.  Corner  of  14th  and  Warren  Aves. 

39  Track  Dept.  Yards  and  Headquarters,  S.  E.  Comer  of  Harpo*  and  Mt. 

Elliott  Avenues. 

40  Trumbull  Car  House,  Trumbull  Ave.  and  M.  C.  R.  R. 

42  Third  Car  House,  S.  W.  Corner  of  Holden  and  Greenwood. 

45  Leetville  Car  House,  N.  W.  Comer  of  Gratiot  and  Harper. 

46  Loop  and  Air  Compressor,  Fort  St.,  West  of  Dearborn. 

47  Chene  Loop,  Jos.  Campau  Ave.,  and  M.  C.  R.  R. 

48  Battery  Station  *'K,"  S.  W.  Corner  of  Woodward  and  Cortland  Aves. 

49  Air  Compressor  Station,  N.  E.  Comer  of  Goodwin  and  Woodland. 

50  Woodward  Car  House  and  Highland  Park  Shops,  Woodward  Ave., 

Hamilton  Blvd.  and  Detroit  Terminal. 

51  Trombly  Sub*8tation,  N.  E.  Comer  <rf  Trombly  and  Dubois. 

52  West  Jefferson  Car  House,  West  Jefferson,  between  Ansbach  and 

River  Rouge. 

53  Mack  Avenue  Loop,  Mack  Ave.,  between  Gilbert  and  Hart. 

54  Dix  Car  Home,  N.  W.  Corner  of  Dix  and  liveraois  Aves. 

55  Steam  Railroad  Connections,  Jefferson  Ave.  and  Detroit  Terminal 

R.  R. 

56  Grand  River  Loop  and  Storage  Yard,  Grand  River  and  Mackinaw  Aves. 

57  Qay  Ave.  Freight  Terminal,  Clay  Ave.  and  Grand  Trank  R.  R. 

58  Track  Location,  N.  W.  Corner  22nd  and  Porter. 

59  Wayburn  Loop,  Jefferson  and  Wayburn  Aves. 

♦60  Addison  Wye,  N.  W.  Comer  of  Michigan  and  Homedale. 

61  Private  Right  of  Way,  on  Clay  Ave.,  west  of  Jos.  Campau. 

62  Private  Right  of  Way,  on  Webb,  Oakman  and  Metzger  Aves. 

63  Private  Right  of  Way,  between  Carpenter  Road  and  Davison  Road. 
•64  *  West  Side  Freight  Terminal.  W.  Fort,  Lafayette,  ISth  and  17th  Sts. 

65  North  Detroit  Car  House,  Mt.  Elliott  and  Nevada. 

68  Private  Right  of  Way,  Ferndale  Line,  Detroit  &  Highland  Park  R.  R. 

70  Private  Right  of  Way,  Northwestern  Belt,  Detroit  &  Highland  Park 

Of  tiw  iov^[oiag,  the  Parcels  marked  wiHt  an  asterisk  (*>  are  to  be  re- 
tained by  the  Company,  and  are  as  follows^  vis.:— 
♦   Former  General  Offices,  12  Woodward  Avenue. 

•7   Interurban  Station  and  General  Offices,  on  Jefferson,  Bates  and  Wood- 
bridge. 

•8   Residence.  N.  W.  Corner  of  W.  Jefferson  and  Traver. 
♦12   Vacant,  S.  E.  Corner  of  Lexington  and  Carter. 
♦16  Residence,  £.  S.  of  Infantry,  south  of  Dix  Axenue. 
♦19   Interurban  Car  House,  Monroe,  Macomb.  Dequindre  and  St.  Aubin. 
*20   Business  Property,  N.  E.  Corner  of  Michigan  and  Huron  Avenues. 
*21    East  Side  Freight  Terminal,  Monroe,  Macomb,  St.  Aubin  and  Chene. 
♦22   Business  Property,  N.  W.  Corner  of  Michigan  and  Huron  Aves. 
*23    Vacant,  S.  W.  Comer  of  Champlain  and  Helen  Aves. 
♦24   Business  Property,  Grand  River,  Myrtle,  Trumbull  and  Sycamore. 
♦25    Business  Property,  N.  W.  Corner  of  Jefferson  and  Hibbard  Avenues. 
♦31    Business  Property.  S.  W.  Comer  of  Chene  and  Hunt  Sts. 
♦33   Superior  Freight  Yards.  Superior  and  Gratiot  Avenues. 

21 . 


wTf   .  [  ^  ^       ^  P'-operty  on  north  tidft, 

•57   Clav  lv.         r?  ''^       °"        Of  *Ws  freight  termiiul  lo^^ 

J«    A  J?  Terminal.  Clay  Avenue  and  Grand  Tmnli  R.  R 

•Wj^est  Side  Freight  Terminal.  W.  Fort,  Lafayette.  15th  and  17th  Sts. 


t  NOTE-This  land  is  a  part  of  Pircel  SOl  at  shown  on  jmgf  3. 

Appendix 

TRACK 

veyed^VX^^rt""  7n  ^  transferred  and  title  con- 

I™d  bv  til  nl»  °l  r**"        agreement,  include  all  the  track, 

owned  by  the  Detroit  United  Railway  and  the  Detroit  and  Highland  PaA 
Radway  wuhm  the  City  Li«it.  of  the  City  of  Detr^  andln  the  Citv^ 

(b)   The  portions  of  the  Detroit  and  HMilanH  Po,i,  d  m 

which  Ie«.e  is  transferred  to  the  City  by  this  agreement  '"^ 

i>   .^1?  private  rights  of  way  of  the  Detroit  and  HlaM^mA 

Park  Railroad  from  the  City  Limit,  on  Ferndale  AvLue  to  he  Qtv  L^™."*^ 
on  Dearborn  Avenue,  including  tracks  and  private  riX«  «f  J,!  ?  L 
Blast  Furnace  l*lant.  Pwate  rigbts  of  way  to  the  Ford 

drzZZ  TdeLT^f.'-'i"''''*'''"'  and  purposes  of  fuller  identification  in 

!«K  "  *T        own"ship  and  the  Detroit  United  Railway  or 

li„!  ^  r'        ^  P»«c«d  on  The  foil 

lowing  street,  as  the  points  where  the  Oty  .y,teni  end.: 

River'L'Ic"'  ^•^•^  *«»  *o      center  of 

ti..  'Two  tracks  to  a  point  about  200  feet  west  nf 

J^d  defined  limit  so  as  to  allow  the  City  to  run  its  Fo.  sTrlTT. 

the  Wye  or  loop  to  a  point  abont  640  feet  west  of  said  intersection 

Fort  Stf«et  and  Dearhoni  Awnne  »ntersection  of  West 

tt' 


The  City  and  D.  M.  &  T.  are  to  have  joint  use  of  these  leased  portions 
of  track,  the  City  to  make  all  repairs  and  replacements  at  its  own  expense 
to  said  portions  of  tracks  and  switches  in  addition  to  the  rental  just  named. 

(c)  Michigan  Avenue :  Two  tracks  to  and  including  the  Addison  Wye 
and  the  two  main  tracks  to  within  817  feet  of  the  1917  City  Limits  on  Michi- 
gan Avenue.  The  Detroit  United  Railway  will  secure  the  rig^t  from  the 
D.  J.  &  C. Railway  to  the  City  to  use  jointly  the  portion  of  these  tracks  on 
Michigan  Avenue  west  of  Baby  Creek,  owned  by  the  D.  J.  &  C,  at  a  yearly 
rental  of  $1.00,  plus  maintenance  and  replacements  by  the  City. 

(d)  Grand  River  Avenue:  Two  tracks,  including  Turner  Wye  znA 
to  1917  City  Limits. 

(e)  Oakland  Avenue:  To  and  including  the  curves  and  tail  tracks 
on  Oakland  Avenue,  and  including  Manchester  Avenue  tracks. 

(f)  Harper  Avenue:  The  Detroit  United  Railway  will  secure  to  the 
City  a  trackage  rights  for  the  use  of  the  tracks  owned  by  the  Rapid  Rail- 
way on  Harper  Avenue  to  Gratiot,  and  entering  the  Leesville  Car  House 
providing  for  joint  use  of  these  tracks  as  part  of  the  City  system,  upon 
payment  of  6%  per  annum  as  rental  upon  the  Fair  Cost  of  these  tracks; 
and  the  maintenance  and  replacements  to  be  paid  for  by  the  City.  The  City 
ownership  herein  conveyed  tictends  easterly  on  Harper  Avenue,  for  both 
tracks,  from  the  center  line  of  Mt.  Elliott  and  Harper  Avenues  to  the  cen- 
ter line  of  Frontenac  Street,  the  trackage  rights  extending  thence  along 
Harper  Avenue  to  the  Leesville  car  house  and  to  Gratiot  Avenue. 

(g)  Gratiot  Avenue:  The  City  ownership  on  Gratiot  Avenue  is  to  ex- 
tend easterly  to  the  intersection  of  the  center  lines  of  Harper  Avenue  with 
Gratiot  Avenue.  The  Detroit  United  Railway  ^rees  to  secure  to  the  City 
the  joint  use  of  the  tracks  owned  by  the  Rapid  Railway,  easterly  of  this 
point,  to  secure  the  joint  use  by  the  City  of  the  loop  easterly  of  Harper 
Avenue,  and  to  a  point  3432  feet  westerly  from  the  center  of  Conners  Creek, 
on  Gratiot,  and  all  the  entrances  from  Gratiot  Avenue  into  the  Leesville  Car 
House.  The  City  as  rental  to  maintain  and  renew  the  tracks  of  the  Rapid 
Railway  so  used  by  City  cars. 

(h)  East  Jefferson  Avenue:  Two  tracks  are  conveyed,  including  the 
Wayburn  Loop  at  or  near  Alter  Road. 

TRACKS  RESERVED  BY  THE  COMPANY 

The  Company  reserves  the  ownership  in  and  to  the  various  freight 
tracks,  yards  and  terminals  as  in  the  list  below;  in  each  case  the  Company 
ownership  of  connecting  tracks  shall  be  to  its  property  line.  The  mainte- 
nance and  renewals  of  said  Company  owned  tracks  and  connections,  up  to 
its  property  lines,  to  be  made  at  the  expense  of  the  Company.  The  mainte- 
nance and  renewals  of  the  tracks  of  the  City,  connecting  such  Company 
tracks  with  the  Street  Railway  main  tracks  of  the  City  adjacent 
to  such  terminals,  to  be  provided  for  at  the  expense  of  the  City.  The  above 
provision  is  intended  to  cover  all  existing  tracks  and  connections  as  now 
built,  or  as  may  be  required  in  the  future.  f<  'r  the  use  and  development  in  a 
reasonable  manner  of  these  Company  properties. 


23 


HMfit  R«Mrved  by  the  Company 

1—  West  Side  Freight  Terminal  at  Fort  and  15th  Streets. 

2— Woodwar^  Avenue  Freight  Terminal  at  Woodward  Car  Yards  near 
Belt  Line  Railway. 

3—  Oaj  Avenue  Freight  Terminal  at  Clay  and  Grand  Trunk  R.  R. 

4— Eaat  Side  Freight  Terminal  at  Chene,  St.  AnMo,  Moitroe  and 
eonili. 

5— Interurbtn  Car  House.  Oeqaindre,  Bt  Aubin,  Monroe  and  lI«conilK 
ft— Superior  Freight  Terminal  at  Gratiot  and  Superior. 

7— Freight  Terminal  at  State  Fair  Grounds. 

Summary  of  Trade  MilMg»  Conv^ytd 


as  of  Maraii  17111,1910. 

Total  p.  U.  R.  mileiae         Qty  limits.   .mi«3I 

ADD: — 

Oetfoit  and  Highland  Park  R.  R.  within  City  Limits   aOSM 


Detroit  and  Higklrad  P»rk  R.  R.  Ferndale  Line  outaiile  City  Units.  $J6m 
City  mileage  not  included  in  purchase: 


East  Side  Freight  Terminal  1.107S 

Intenirban  Car  House   l  37S« 

Highland  Park  Freight  House.     .0900 

Clay  Avenue  Fretght  Yard   '  J450 

Gratiot  and  Superior  Yafil..  .L.'.'.'*.'""  .168^  2J842 


Total  mileage  included  in  purchase   ao2QU? 

ADD:—  •^■vTw 

Tracks  of  Subsidiary  Companies  to  be  used  jointly,  viz.: 

Rapid  Ry.  from  center  of  Gratiot  and  Harper  to  end  of 
double  track  east  of  Leesirille  Car  House.   0.2267 

Rapid  Ry.  from  center  of  Harper  and  Frontenac  on  Har- 
per (north  track)  to  Leesville  Car  House  1.3890 

D.  J.  &  C.  R.  from  beginning  of  D.  J.  &  C.  Ry.  west  of 
Addison  Y  to  817  feet  west  of  City  Limits  0.4430 

D.  M.  A  T.  S.  L.  Ry.  frMn  begrinning  of  D.  M.  &  T.  S.  L. 
Ry.  west  of  Dearborn  Ave.  to  200  feet  west  of  westerly 
switch  point  Of  Y   ^1 ,042  2.1629 


f"""******  Tracks  and  Mileage  of  tracks  to  be  used 

 304.2076 


Rteapftiiktioti 


M.m  Tr.,ir  Pnrchased    Joint  Use  Total 

A^i^^^i * " •  •  • "  '^^-^  2.1629  263.7049 
f^MMMwrnrj  A rmm   ,  ...40,5027        0.  40.5027 


302.0447        Z1629  304.2076 


Appendix  'X" 

Buildings 

^°*^i!2I£°^ Jf**^'''**"^  Buildings  of  the  Detroit  United  Railway 
On 

^y*^**  Description  and  Location. 

No. 

•I.   Former  General  Offices,  12  Woodward  Ave. 

3.  Power  Station  "A,"  North  Side  of  Atwater  near  Riopelie. 

4.  Clark  Car  Storage  and  Wye,  West  Side  of  Qark  near  Wabash  R.  R. 

5.  Power  Station  "B,"  S.  W.  Corner  of  Atwater  and  Riopelie. 

•7.  Interurban  Station  and  General  Offices,  on  Jefferson,  Bates  and  Wood- 
bridge. 

♦a    Residence,  N.  W.  Corner  West  Jefferson  and  Traver 

if  R^HJIn^rc;'  ^J'^^?"*^*^"'  I  E  Corner  Woodbridge  and  St.  Antoine. 

11.  Residence.  S.  W.  Corner  of  E.  Fort  St.  and  Dequindre. 

13.  Residence.  S.  E.  Corner  of  E.  Fort  St.  and  Dequindre 

14.  Baker  Car  House.  S.  W.  Corner  of  Dix  and  Dragoon 

15.  Residence,  N.  W.  Corner  of  E.  Fort  St  and  Dequindre. 

16.  Residence,  E.  S.  of  Infantry,  south  of  Dix  Ave 

17.  Residence,  N.  E.  Corner  of  E.  Fort  St.  and  Dequindre 

♦m"  Dequindre  and  St.  Aubin. 

m   Bus  mess  Property.  N.  E.  Comer  of  Michigan  and  Huron  Ave, 
•21.    East  Side  Freight  Terminal.  Monroe.  Macomb.  St.  Aubin  and  Chene 
IS'  N.  W.  Corner  of  Michigan  and  Huron 

24,   Business  P»pwty,  Grand  River.  Myrtle,  Trumbull  and  Sycamore 
26.   Michigan  Car  House,  Michigan  and  Welch  Aves.  y^"""'^- 
Z:  {':^'"°"  Car  House  and  Yards-Jefferson  and  St.  Jean  Aves. 
a   Au-  Charging  Station.  South  Side  of  Forest  near  Wabash. 
^.   Kerchc^I  Car  House.  N.  W.  Corner  of  Kercheval  and  Concord  Aves 
30.    Battery  Station  "L,"  Hancock  Ave.  between  Third  and  Fourth  Avel 
«    ST"'  ^/^'^'J'^'  Chene  and  Hunt.  * 

32.   Mich^n  Car  House  Addition,  West  Side  of  Military  Ave.  near  Mich- 

•33.    Superior  Freight  Yards,  Superior  and  Gratiot  Aves. 

34.  Warren  Car  House.  Warren  and  Lawton  Aves. 

35.  Brush  Car  House,  N.  E.  Comer  of  Russell  and  Ferry 

^'   Track  dI?  .?''  ""'t^''  °'  and  Lawton  Aves. 

37.   Track  Dept  Shops.  Harper  Ave.  and  M.  C.  Belt  Line  R.  R. 

m.  S^ott  W  W*''**^"*'^*^^.  S.  E.  Corner  of  Harper  and 

40.   TrumbuU  Car  House,  Trumbull  Ave.  and  M  C  P  H 
«.   Tflrd  C»r  H»...  S.  W.  Corn.r  of  Holden  and  Grt^ooi 

i   L^"  r"^  "  H»n.« 

46.    Loop  and  A.r  Compressor,  Fort  St,  West  of  Dearborn 

f.   cnene  Loop,  Jos.  Campau  Ave.  and  M  C  R  R 

«.   Bmttetjr  Station  "K,-  S.  W.  Comer  of  Woodward  and  r^r,u  a  a 

«.  Al,  Q«p,««,r  SM^  N.  E.  Corner  .7^".^"'  WoddUni"' 


•Sa   Woodward  Car  House  and  Highland  Park  Sliopi.  Woodtirard  Av«^ 
Hamilton  Blvd.  and  Detroit  Terminal. 

51.  Trombly  Sub-station,  N.  E.  Corner  of  Trombly  and  Dubois. 

52.  West  Jtffl«on  C»f  Moott,  W«it  Jtfftrton  bttween  Anilmcli  mA 

Rircf  Rones* 

53.  Mack  Ave.  Loop,  Mack  Ave.  betwttn  Gilbert  and  Hart. 

54.  Dix  Car  House,  N.  W.  Comer  of  Di*  uiid  Livernois  Art*, 

55.  Steam  Rnilrotd  Connectioni,  Jefftrson  Ave.  and  Dttroit  Terwinal 

R.  1. 

56.  Grand  River  Lmm  snd  Storage  Yard,  Grand  River  and  Mackinaw 

AVCSa 

*S7.  Clay  Ave.  Freight  Terminal,  Clay  Ave.  and  Grand  Trunk  R.  R. 

58.  Track  Location,  N.  W.  Corner  22nd  and  Porter. 

59.  Wayburn  Loop,  Jefferson  and  Wayburn  Aves. 

•fiO.  Addison  Wye,  N.  W.  Comer  of  Michigaa  and  Homedale 
•64  West  Side  Frctglit  Terminal,  W.  Fort.  Lafayette.  ISlh  and  I7tli  Sts. 
65.   North  Detroit  Car  House,  Mt.  Elliott  and  Nevada, 

Air  Compressor  Station  on  leased  land  at  Marquette  and  ISth  Sts. 
Freif^t  Station  on  leased  land  at  State  Pdr  Grounds. 
Of  tibe  foregoing  Buildings,  those  on  the  Parcel  Numbers  marked  with 
an  aateiiafc  .(•)  are  to  be  retained  by  the  Company,  and  are  as  foUows»  vis.: 
•L   Former  General  Offices.  12  Woodward  Ave. 

•7.   Interurban  Station  Properties,  on  Jefferson,  Bates  an^  Woodbridge. 

*8    Residence,  N.  W.  Corner  of  W.  Jefferson  and  Traver. 
*16.   Residence,  £.  S.  of  Infantry,  south  of  Dix  Ave. 
•19.  Interurban  Car  House,  Monroe,  Macomb,  Dcquindre  and  St.  Aubtn. 
♦20.    Business  Property,  N.  E.  Comer  of  Michigan  and  Huron  Aves. 
•21.    East  Side  Freight  Terminal,  Monroe.  Macomb,  St.  Aubin  and  Chene. 
•22.    Business  Property,  N.  W.  Corner  of  Michigan  and  Huron  Aves. 
•24.   Business  Property,  Grand  River,  Myrtle,  Trambull  and  Sycamore. 
,  •31.   Business  Property.  S.  W.  Comer  of  Chene  and  Hunt  Sts. 
•33.   Superior  Fraght  Yards.  Superior  and  Gratiot  Aves. 
•SOi  Woodward  Ave.  Freight  Terminal— Building  only  retained.    N.  E. 

Comer  of  Woodward  Car  House  Property. 
•57.    Clay  Ave.  Freight  Terminal,  Clay  Ave.  and  Grand  Trunk  R.  R. 
•60l   Addison  Wye,  N.  W.  Corner  of  Michigan  and  Homedale 
•64.  West  Side  Freight  Terminal,  W.  Fort,  Lafayette,  ISth  and  i7th  Sts. 
•      Freight  Station;  on  State  Fair  Gr^onnds,  leased  land. 

Appendix  "F" 

Trucks 

Manufacturer  Factory  1919  Lie. 

Kind  No.        Department  .No. 

Packard.  Pick  Up    91938. . . . Mechanical . . .  17949 

Buick  Pick  Up    213214. . . .  Mechanical . . .  17950 

Carter   .Pick  Up   7085 ....  Mechanical . . .  I79S1 

Chalmers...... Pick  Up   15169.... MechanlcaL..  17952 

Buick  Delivery   215316. . .  Track   17953 

Buick  Delivery  ...0214968  Track   17954 

P'ftclctt  * •■  * » •  •  wi 'V!/'ir€ME*lcfsp'  •'•■•>»«>t»i#i»B«i.4.  ^'ly^HS * •  • » TPf jfcclE ■•■••iitiit**  ITS^SS 
Olsmobile  , Open  EsqiireBS.   71478. . . .  Power   ITWKS 


Federal  Special  Tower. . . . . 

Federal  Special  Tower  

^^Atnl  Special  Platform.. 

Piackard  Special  Tower  

  Open  Eicptess  

CvttT  Special  Box  Body. 


652.. 
1386.. 

281.. 
31819.. 
..  161279.. 

H_«  .  "  w   8768. . 

r~r[*  ■  Canopy  Top  Express. . .    161140. . 

^^^o  Special  Tower   31295.. 

Federal  Special  Tower.. ........      6223. '. 

Federal .......  JSpecial  Tower.. ........      Zili. . 


..Power   17958 

..Power   17959 

•  Power.   17960 

•  Power.   17961 

.Power...   17962 

..Cashier's.....  17963 

■  Cashier's   17966 

..Power   17967 

..Power   17968 

.-Power.   igS63 


Grand  Summary 
Detroit  United  Railway  (One  Fare  Zone) 
Car  Inventory  as  of  March  17,  1919 

NOTE  FOR  APPENDIX  D. 

Passenger  cars  included  in  Barclay  Parsons  anH  k-i,^..  loio  t 
and  not  inelnd«if  i«  n  tt  i»   t  '    ^  ''arsons  and  Klapp  1918  Inventory 
inelnded  in  D.  U.  R.  Inventory  as  of  March  17,  1919,  becaui^ 

All  of  the  above  missing  cars,  trucks  and  motors  excent  #1.,* 
have  been  AMtmvmA  —  *    u    j  ..  """lors,  except  tnose  that 

««*c  oeen  aestroyed,  are  to  be  delivered  to  the  City. 

PASSENGER  CASS 


Sintle  Truck  Closed  

BouMe  Truck  Closed  — 

Double  Truck  ciosed'i^raii;;::;::::;*:  z 

Single  Truck  Qpen  ZZlZlZZl m 

 1421 


SPECIAL  REVENUE  CARS. 
Interurban  Car— Not  included. 

NON-REVENUE  CARS. 


Special  Cars   

Mechanical  Department  Cars  " '*   ^  " 

Track  Department  Cars,                      ' J, 

Overhead  Department  Cars   * *" , 

 *••  ••  II 

—  97 

Grand  Total    — ~ 

•  •*  1518 


Summary 

Detroit  United  Railway  (Onb  Faro  Zone) 
Closed  City  Passenger  Cars  as  of  Mar^  17.  19l» 

T^?"^**  Over  All.      Type  No 

Jefferson  Shops   ...3^     ,  .„  singte  Truck  M 


Stephenson  33  ft.  2  in.  "  " 

Stephenson  ....••.••••.•••••••••••••••••••••••^^  f^*  ^  ^  « 

Jefferson  Shops  ...*•.••». ••••••..••36  ft  8  in.  1 

St.  Louis.     30  ft  10  in.  «  I 

Kuhhnan  •  .,..,.36  It  9  in.  "  **  1 

Lewis  ft  Fowkr....  ••••«  31  ft  II  In.  "  "  2 

Jones  32  ft  «  "  3 

Pullman  ...32  ft  1  in.  "  "  * 

fit'dill       #•■.•■  •••••1                                   31i     l^Ci^  Ml."  2 

Stephenson  32  ft.  6  in.  ^  I 

Stephenson  33  ft  6  in.  "  "  22 

Cincinnati   34  ft  7  in.  "  **  SO 

American  Car  Co     34  ft.  5^A  in.  "  "  100 

Monroe  Shops  ,.,..•.....•....••»•.....•••»*« 34  ft.  9  in.  24 

Gndnnati  34  ft  9  in.  "  **  S6 

Total  . .  •■.  376  )C  ?  © 

Detroit  United  Railway  (One  Far©  Zone) 
Closed  City  Passenger  Cars  (Single  Truck)        /    7  ^  ( 
as  of  March  17, 1919  ^ 

Builder— Jefferson  Shops.  /• / 

Length  Owr  Ali-^  ft  9  in.  r  , 

Car  Nwnbers— 51,  52  53.  54,  56,  57,  58,  59,  60.  62,  63,  65.  66.  67,  68,  70,     >  ' 

71»  72.  73,  74,  176,  204,  205,  208,  211,  212,  215.  216,  217,  221,  223,  224,  226. 

231,  232,  233.  235.  236,  239,  242.  247,  248,  250,  251.  2H  2SS,  2S8,  2S9,  260, 

262.  265^  267,  269.  3H  395.  3W.  199,  400^  1(102,  mO.  1014,  1016.  1023,  |02S. 

—Total,  64. 

Builder — Stephenson. 
Length  Over  All — 33  ft.  2  in. 

Car  Numbers-302,  311.  312,  314.  316,  317.  319,  320,  321.  323,  324,  325. 
327.  337,  342,  346.  348,  3*9,  350.  352,  355.  356,  357,  362,  363,  365,  366,  369, 
370.  371.  372,  373,  377.  381,  382,  384,  385^Total.  37. 

Builder— Stephenson. 

Length  Over  All— 31  ft  5  in. 

Car  Number»-441,  444,  445,  447,  450,  4SS.— Total,  6. 

Builder— Jefferson  Shops. 

Length  Over  All — 36  ft  8  in. 

Car  Numbers— lOL— Total,  1. 

BiiMtr*~*5t.'  Lovii. 

Length  Over  All— 30  ft.  10  in.  ^  ^ 

Car  Numbers— 109.— Total,  1.  ' 
BuiMer— Kiililiiiaii.  J*  "'^ 

Length  Over  All— 30  ft.  9  in. 

Car  Numbers— 200.— Total,  1.  ^  7  ,) 

Builder— Lewis  &  Fowler.  ^ 
Length  Orer  All-31  ft  II  In.  /  ^  ' 

Car  Numbers— 285,  46^.— Total,  2.  , 
Builder — ^Jones. 
Length  Over  AlI^-32  ft. 

 ^ 


Car  Numbers— 296.  297,  299.  458.  460.  473.  488,  497.— Total,  8. 

Builder— Pullman. 

Length  Over  All-^  ft  1  in. 

Car  Numbers— 41Sj — ^Total,  1. 

Builder— Brill. 

Length  Over  All— 31  ft  10  in. 
Car  Numbers— 471.  475.— -Total.  2. 
.  Builder — Stephenson. 
Length  Over  All— 32  ft.  6  in. 
Car  Number— 643.— Total,  1. 
Builder — Stephenson. 
Length  Over  All— 33  ft.  6  in. 

Car  Numbers— 612,  618,  621.  623,  628,  634,  642,  645,  647.  652.  654,  655. 
656,  662,  665,  666,  668.  674.  675.  690.  691,  697.— Total  22. 

Detroit  United  Railway  (One  Fare  Zone) 
Closed  CHy  Passenger  Cars  (Single  Truck) 
as  of  MfircN  17, 1919 

Builder— Cincinnati. 

Length  Over  All— 34  ft  7  in. 

Car  Numbers-850,  851.  852.  853,  854.  855.  856,  857,  858,  859,  860.  861, 

862,  863.  864,  865,  866,  867,  868,  869,  870,  871,  872,  873,  874.  875.  876,  877, 
878.  879,  880.  881.  882,  883.  884,  885.  886,  887.  888,  889.  890.  891.  892,  893, 
894,  895,  896.  897,  898.  899.— Total,  SO. 

Builder— American  Car  Co. 
Length  Over  All— 34  ft  5%  in. 

Car  Numbers— 900,  901.  902,  903,  904,  905,  906,  907.  908,  909,  910.  911, 

912,  913,  914,  915.  916,  917,  918,  919.  920,  921.  922,  923,  924,  925,  926,  927, 

928,  929,  930,  931.  932,  933,  934,  935,  936,  937,  938,  939,  940,  941.  942,  943, 

944,  945,  946,  947,  948.  949.  950.  951,  952,  953,  954.  955.  956.  957.  958,  959, 

960.  961,  962,  963.  964,  965,  966,  967,  968.  969,  970,  971.  972.  973.  974,  975, 

976,  977.  978.  979,  980,  981,  982.  983.  984.  985.  986,  987,  988,  989.  990.  991. 
992,  993,  994.  995,  996,  997,  998,  999.— Total,  100. 

Builder — Monroe  Shops. 
Length  Over  All— 34  ft.  9  in. 

Car  Numbers— 1250,  1251,  1252.  1253,  1254,  1255,  1256,  1257,  1258,  1259. 
1260.  1261,  1262. 1263, 1254, 1265,  1266,  1267,  1268,  1269,  1270,  1271,  1272,  1273. 

—Total,  '24k 

Builder— Cincinnati. 
Length  Over  All— 34  ft  9  in. 

Car  Numbers— 1274,  1275.  1276,  1277,  1278.  1279,  1280,  1281.  1282,  1283, 
1284,  1285.  1286.  1287.  1288, 1289,  1290,  1291.  1292,  1293,  1294,  1295.  1296^  1397. 

1298,  1299,  1300,  1301,  1302.  1303,  1304*  1305.  1306.  1307.  1308,  1309.  1310.  1311. 
1312,  1313,  1314,  1315,  1316.  1317,  1318,  1319,  1320,  1321,  1322.  1323.  1324.  1325. 
1326.  1327,  1328,  1329.— Total.  56. 

■  » 

29 


Summary 

Oitroit  United  Railway  (Ona  Fare  Zone) 

Ooaad  City  Pananfer  Cara  aa  of  March  17,  1919 

Lcagtli 

Over  AH  Type  No, 

StephenMMi                                          46  ft.  8  in.  Double  Tmck  20 

St.  Louis   ,                        40  ft  10  in.  "  •*  20 

St  Louis                                             41ft.  4  in.  -  "  38  /4lH> 

Bnll  ■•..•.••...••••»«•••••..,».,.,  41  it.  41b.'  *  "  70  Ji. 

St.  Louis   ..•.••••*•.....»•,.»,,   41  It.  4  in..  **  "34  If^o 

  41  ft.   S  in.  •*  "25/  er^o 

'  ••••.••..••».•..♦..».,,..  44  ft.  7}4  in.  "  **  48'       /  9  i-f 

Knlilmui  44tt  **  *"  182  jis^ 

Niiet  ,   44  ft  2  in.  -  "  IS  Cao 

Nilet                                               ^  ft  2  in.  "  "  23  fZo 

Kniilaoui                                           42  It  2  in.  **  **  SO      .2:  <9 

Cincinnati  ,  41  ft  4  in.  **■  **  36  /j^jftt 

Cincinnati                                               42  ft  3  in.  "  *  |S  /am 

Kuhlman   ..   42  ft.   3  in.  "  •  2S       /^  afi 

KnUman                                               46  ft  10  in.  "  ]f»  fVa^ 

D-  U.  It                                               46  ft.  10  in.  •*  "  1  fi> 

Kuhlnan.                                           46  .ft  8|i  .In.  *  200     /  /  2.€>€ 


JfjL 


Total  ...904 

.lenMr][»-Steel  and  Stent  TrtiL 

Datroit  United  Railway  (One  Fare  Zone) 
CloMd  City  Paseengar  Cart  (Double  Truck) 
aa  of  March  17, 1919 

Bnildcr — Stephenson. 

1"  -ii.  .mill.    t\tmmm   A  It— MA  Cft  tt 

Car  Numbert-m  827.  828.  829.  830,  831.  832.  833.  834,  83S,  836,  837.        -  ^ 
838.  839.  840^  841.  842;  843«  84i  841— Tot^  20l  ^9^ 
Builder — ^St.  Louie. 
Length  Over  AH— 40  ft  10  in. 

Car  Numbert— 1028*  1029,  10901  1031,  1012,  1083,  1034.  1035.  1036,  1038.  r^ 
1040  1041.  1043,  104S,  1046, 1047, 1048^  1049. 1060^  lOSl^-Tkital.  20 
Builder — St  Louis. 
Length  Over  All — 41  ft.  4  in. 

■Car  Numbers— 1053,  1054.  1055,  1056.  1057,  1058,  1059.  1061,  1062,  1063. 
1061  1065.  1066. 1067, 106B»  1069.  JOWJt  1071,  1071;  1074,  107S,  1076,  1077.  1079. 
mo,  1081.  1082. 1087. 1088. 1090, 1091, 1092.  1093.  1094, 109S.  1096^  1097.  1099. 
—Total.  38.  /r'za 

Builder— Brill. 

Length  Over  All — 41  ft  4  in. 

Car  Numbers— 1103.  1104.  1105.  1106.  1107,  1108.  1109,  1110.  1111,  1112L 

1113.  1114.  1115.  1116,  1117.  1118.  1119.  1121.  1122.  1123.  1124.  1125.  1126  1127 
1128.  1130.  1131. 1133.  1134.  1135,  1136.  1137.  1138.  1139.  1140,  1143;  1143.  1^ 


1145,  1146.  1147.  1148.  1149.  1150.  1151,  11S2,  1153,  IIH  IISS,  1156,  1157.  lisa 

7!'        1!?!'  "70.  1171.  1172.  1173,  z 

1174,  1175,  1176,  1177.  Total,  70. 

Builder— St  Louia. 

Length  Over  All-41  ft  4  in. 

Car  Numbers— 1178.  1179,  1180,  1181,  1182.  1183.  1184.  1185,  1186l  1187. 
1188,  1189,  1190,  1191.  1192.  llj*3.  1194. 1195,  1196.  1197.  1198,  1199.  1200,  120L 
Tot*'- 

Builder — Kuhlman. 

Length  Over  All— 41  ft.  5  in. 

Car  Nnnibera-1203.  1204.  1205.  1206^  1207.  1208,  1209.  1210,  1211,  1212. 

^iJ-  f  S'  1221.  1222.  1223.  12241  1225  122^ 

1227.  Total,  25. 

Builder — Kuhlman. 

Length  Over  All — 44  ft.  7}4  in. 

Car  Numbers— 1375.  1376,  1377.  1378.  1379,  1380,  1381.  1382.  1383  1384 
1385,  1387.  1388.  1389,  1390,  1391,  1392.  1393.  1394,  1395.  1396.  1397.  1398'  1399* 
1400,  1401,  1402.  1403,  1404,  1405,  1407,  1408.  1409.  1410,  1411.  1412  MU  MR 
1415,  1416,  1417.  1418,  1419,  1420,  1421.  1422,  1423.  1424.   Total.  48^       '  /  ^  2 

Detroit  United  Railway  Line   (One  Fare  Zone) 
Cloead  City  Paaaangar  Cara   (DouMa  Trucka) 
Aa  of  March  17th,  1919 

Builder— Kuhlman. 

Length  over  alI-^4  ft. 

Numbers-1425.  1426.  1427.  1428.  1429,  1430,  1431.  1432,  1433,  1434, 
1435.  1436,  1437.  1438,  1439.  1440,  1441.  1442,  1443.  1444,  1445.  1446.  1447  1448 
1450,  1451.  1453.  1454.  1455.  1456.  1457,  14S8.  14S9.  1460,  1461.  1462,  1463*  1464* 
1465.  1466,  1467.  1468,  1469.  1470,  1471,  1472,  1473,  1474  1475  1476  1477*  147» 
1479.  1480,  1481,  1482,  1483.  1484,  1485,  1486,  1487.  1488,'  1489!  1490*  149l'  1492 
1493.  1494,  1495.  1496,  1497,  1498.  1499.  1500,  1501.  1503,  1504,  1505.'  1506"  1507* 
1508.  1509.  1510,  1511,  1512.  1513,  1514.  1515.  1516,  1517,  1518,  1519,  lS2o'  152l' 
1522,  1523.  1524.  1525.  1526,  1527.  1528,  1529.  1530,  1531,  1532,  1533,  1534  1535* 

ISJ'  !!f  •         !!!^'  ^545.  1546,  1547.  1548!  1549! 

15S0,  1551,  1552.  1553,  1554.  1555.  1SS6.  1557,  1SS8.  1559,  1560,  1561.  1562  1563 
1564.  1565,  1566,  1567.  1568,  1569.  1570.  1571,  1572.  1573,  1574,  1575.  1576,  1577 
1578.  1579.  1580,  1581,  1582,  1583.  1584,  1585.  1586.  1587.  1588.  1589  1590  1591 

!^  ^^7-  ^5^'  ^599,  1600.  1601.  1602.  1603.'  I6O4'  1605* 

1606.  1607.  1608.  1609.  Total.  182.      <  -       .  . 

Builder— Niles. 
Length  over  all — 44  ft.  2  in. 

1620.  1621,  1622.  1623,  1624  Total.  15,  a  fo 

Builder^iles. 
Length  over  all— 42  ft.  2  in. 

,.«^f5,i^T'*"*~^^^'  ^^2^'  1631.  1632,  1633,  1634 

1635.  1636.  637.  1638.  1639.  1640  1641.  1642.  1643.  1644.  1645.  1646,  1647,  1648.' 
1o4Sf.  Total.  25. 


7  ^- 


tl 


Builder— Kuhlman. 
Length  over  all-«42  ft.  2  in. 

C«r  Numbers  — 1650.  1651.  1652,  1653,  1654,  1655,  1656,  1657,  1658.  1659, 
1660, 1661,  1662.  1663,  1664.  1665,  1666,  1667,  1668.  1669.  1670,  1671,  1672,  1673. 
1674,  1675,  1676, 1677, 1678,  1679,  1680,  1681,  1682,  1683,  1684.  1685.  1686,  1687. 
1688v  1689,  1690. 16I>1,  1692.  1693. 1694,  1695.  1696.  1697, 1698,  1699.  Total.  SO.      XOO  « 


Detroit  United  Railway   (One  Fare  Zone) 
CloMfi  Citf  Passenger  Cars    (Double  Truck) 
As  of  Mfuroh  17, 1919 

Builder — Cincinnati. 
Length  over  all— 41  ft.  4  in. 

Car  Nmnhers  — ITTOt  1701.  1702,  1703.  1704,  1705,  1706^  1707.  1709,  17111  f 
1711,  012.  1713,  1714, 1715.  1716.  1718,  1719,  1722,  172i  1725,  1726,  1727,  1721^ 
1730.  1732.  1733.  1735.  1736|  1741.  1742,  1743,  1744,  1745.  1746^  049.  Total.  36. 

Builder — Cincinnati. 

Length  over  all— 42  ft  3  in. 

Car  Nnmbers— 1750,  1751,  1752,  1753.  1754^  17SS,  17S6,  1757,  1758,  17S9, 
1760.  1761, 1762,  1763, 17H  1765.  1766.  1767,  I  TSSB.  176».  171%  1771.  1772,  1773, 
1774.   Total,  25. 

Builder — Kuhlman. 

Length  over  all^2  It  3  in. 

Car  Numbers  — 1775.  1776,  1777,  1778,  1779,  1780,  1781,  1782.  1783,  1784, 
1785,  1786,  1787,  1788,  1789,  1790.  1791,  1792,  1793.  17H  179S,  1796.  1797,  1798, 
1799.   Total.  25.  ^ 

Builder- Kuhlman.  #  ^  "  ^ 

Length  over  all— 46  ft.  10  in. 

Car  Numbers  —  3000,  3001,  3002,  3003,  3004,  3005,  3006,  3007,  3008.  3009, 
3010,  3011,  3012,  3013,  3014,  3015,  3016,  3017,  3018,  3019,  3020.  3021,  3022,  3023. 
30Z4.  3025,  3026,  3027.  3028,  3029,  30301  3031.  3032,  3033.  3034,  3035.  3036,  3037, 
3038,  3039,  3040,  3041,  3042,  3043,  3044.  3045,  3046.  3047,  3048,  3049,  3050,  3051, 
3052.  3053,  3054,  3055.  3056.  3057.  3058,  3059.  3060,  3061,  3062,  3063,  3064.  3065, 
3066.  3067,  3068,  3069,  3070,  3071,  3072,  3073,  3074,  3075,  3076,  3077.  3078,  3079, 
3080,  3081.  3082,  3063.  3084.  3085,  3086.  3067,  3068,  3089.  3Q90t  3091,  3092.  3093, 
3094. 3095. 3096,  3097.  3098, 3099.  Total.  Wtk  4/  ^  «  ¥'i^e>^ 

Builder— D.  U.  R. 

Length  over  all — 46  ft.  10  in. 

Car  Nnmher— 3100.  Total,  1. 


Detroit  United  Railway   (One  Fare  Zone) 
doted  City  Fanenger  Cars   (Double  Truok  Trail) 
As  off  Marcli  17, 1919 

B'Uildei^-~Knhlman. 
Length 

Car  Numbers— 5000.  5001.  5002,  5003,  5004.  5005.  5006,  5007,  5008,  5009, 
ma,  5011,  5012,  5013.  5014,  5015.  5016,  5017.  5018.  5019,  5020.  5021.  5022,  5023, 
5024.  5025,  5026.  5027.  5028,  5029.  5030,  5031,  5032,  5033.  5034,  5035,  5036,  5037, 
5038.  5039.  5040^  5041.  5042.  5043.  5044. 5045.  5046,  5047.  5048,  5049,  5060.  5051. 


5052.  5053,  5054,  5055,  5056,  5057.  5058,  5059.  5060,  5061,  5062,  5063,  5064,  5065, 
5066,  5067,  5068,  5069.  5070,  5071.  5072,  5073,  5074,  5075,  5076,  5077,  5078,  5079, 
508a  S081,  5082.  SOW,  5084,  5085,  5086,  5087,  5088,  5089,  5090,  5091,  5092,  5093, 
5094,  5095,  5096,  5097,  5098,  5099.  5100.  5101,  5102.  5103,  5104,  5105,  5106,  5W7, 
5108,  5109,  5110.  5111,  5112,  5113,  5114,  5115.  5116,  5117,  5118,  5119.  5120,  5121, 
5122.  5123,  5124,  S125,  5126,  5127.  5128,  5129,  5130.  5131.  5132,  5133,  5134,  5135, 
5136,  5137,  5138,  5139,  5140.  5141.  5142,  5143,  5144,  5145,  5146,  5147,  5148,  5149, 
5150,  5151,  5152,  5153,  5154,  5155,  5156,  5157,  5158,  5159,  5160,  5161,  5162.  5163. 
5164,  5165,  5166,  5167,  5168,  5169,  5170,  5171,  5172,  5173,  5174,  5175,  5176.  5177. 
5178.  5179,  5180,  5181,  5182,  5183,  5184,  5185,  5186,  5187,  5188.  5189.  5190.  5191. 
5192,5193.5194.5195,5196,  5197,5198,5199.  Total.  200.        J"^  //2oo 


Summary 

Detroit  United  Railway    (One  Fare  Zone) 
Open  City  Passenger  Cars 
As  of  Marcii  17, 1919 

Length 

Bu'Wer                                         Overall      Type  Single  No. 

Stephenson  28-f t.  4-in.  Truck  7 

Pullman   30-ft.  5-in.  "  10 

Stephenson  32-ft  6-in.  "  56 

Jones  33-ft  3-in.  "  21 

Brill    33-ft  9-in.  13 

St  Louis  35-ft  2-in.  "  8 

Brill   31-ft  3-in.  "  4 

Jefferson  Shops  34-ft.  6-in.  **  22 

Total     141 

Remarks— Trail. 


Detroit  United  Railway   (Ons  Fare  Zone) 
Ofien  City  Passenger  Cars    (Single  Trueic) 
As  of  Marcli  17, 1919 

Builder — Stephenson. 
Length  Over  All— 28  ft.  4  in. 

Car  Numbers— 501,  507,  517,  532.  533,  537.  549.  Total,  7. 

Builder — Pullman. 

Length  Over  All— 30  ft.  5  in. 

Car  Numbers— 553.  556,  567,  566,  570.  574.  576.  589.  596,  598.  Total,  10; 
Builder — Stephenson. 
Length  Over  Alt— 32  ft  6  in. 

Car  Numbers— 601,  602.  603,  604,  605,  606,  609,  610.  611,  613,  614,  615,  617, 
•  619,  620,  622,  625,  626,  627,  630,  632,  633,  636,  638,  639.  640.  641,  648,  649, 
651,  653,  657,  659.  660,  663,  664,  669,  672,  676.  677,  678,  680.  681.  682,  683. 
685,  686,  687,  689,  692.  693,  694,  695.  698.  699,  700.  Total.  56. 

Builder — Jones. 

Length  Over  All— 33  ft.  3  in. 

Car  Numbers— 701.  702,  703.  704,  705,  709. 710,  711,  713,  714,  719,  723,  724, 
725.  728,  729.  730.  731,  735,  736,  737.  TiHal,  2L 

m 


Buildei^Brill. 

Lcngtit  Over  All— 33  ft.  9  in. 

Car  Numbers— 740,  742.  743,  744,  751,  752.  754,  756,  758,  762,  764,  765, 
Ml  Total,  13. 

Buitier — St.  Louis. 

Lenttli  Over  All— 35  ft.  2  in. 

Car  Numbers— 771.  772.  773,  774.  775,  776.  778.  779.  Total.  8. 
Builder— Britt. 

Length  Over  All — 31  ft.  3  in. 
Car  NuinlMsrt— 9Wr  781.,  783,  785.  Total,  4. 
Total.  4. 

Builder — ^Jefferion  Shops.  « 
Length  Over  All — ^34  ft.  6  in. 

Car  Numbers— 786.  787.  790.  791.  793.  795,  796.  799,  800^  803,  804.  80S, 
806,  807.  809,  815,  816,  817,  819,  820^  821,  823.— Total,  22. 

*8iiniiiivy 

Ditroit  Unltod  Railway  (Oii«  Fart  Zona) 
Sl^acial  Revenua  Care  at  off 


March  17.  1919 

Bttilder  *  Length  Over  All.  Type.  No. 
Monroe  Shops   44  ft.  6  in.  Double  Truck  1 


Dttroit  United  Railway  (One  Fare  Zone) 
Special  Revenue  Cars  at  of 

Buildcrr— Monroe  Shops. 
Length  Over  All — 44  ft  6  la. 
Car  Numbers — 7007. 
Remarks — FuneraL 
Total— 1.  Graaii  total— L 
Interuffhan  car  not  'incMe4 


Summary 

Detroit  United  Railway  (One  Fare  Zone) 
Special:  Non-Reveii'iie  'Cart  as  of 
Maroii  17f  19tf 


Class  of  Servkit.  Kob 

Money  Collectint  ...^  ■   4 

'Fhy  Car  ■   I 

Schooling  Our   1 

Air  Car   1 

Supply  Car   1 


Summary 

Detroit  United  Railway  (One  Fare  Zona) 
Overhead  Deparment  Cars  as  of 
March  17.  1919 


Class  of  Service.  No.  Total 

Coal  Shifting  Cars..   2 

Flat  Cars   5 

Line  Cart   2 

Bond  Cars   1 

Electric  Locomotive   1  11 


Dotroit  United  Railway  (One  Faro  Zone) 
Overhead  Deparment  Cart  as  of 
March  17.  1919 


Builder. 

Length  Over  All. 

. .  19  it.  2  in. 

Car  Nos. 
100 

Total 
1 

Remarlcf— Coal  Shifter 

 IS 

ft. 

6  in. 

1821 

1 

Rcmarka— Coal  Shifter 

Ik «'  •  •  * « 22 

ft 

0  in. 

1902 

1 

Remarkt-^Flat 

ft. 

0  in. 

1903 

1 

Remarks — Flat 

ft. 

0  in. 

1904-1905 

2 

Remarks — ^Flat 

ft. 

f'in.  • 

1935 

1 

Remarks — Line 

ft. 

0  in. 

1978 

1 

1979 

1 

Remarks— Bonding 

 31 

ft 

IK  in. 

1961 

1 

Remarks — Locomotive 

Jefferson.  Shops  ...*......#.........  i 

!)••>»•  #21' 

ft. 

0  in. 

5624 

1 

Remaflca-'Une 

Detroit  Unittd  Railway  (One  Fart  Zone) 
Tmek  Inventory  as  of 
March  17, 1§19 

Tjrpe  of  Truck  Number 

Dupont  Single  476 

Dupont  Double  ,  2 

St  Louis  47    13S 

Brill  a. .•.■..»........•....■•....*••..•....«•.......«.•.......  .....  1 


Brill  21   4 

Brill  27F...    234 

Brill  2m  •  •••  70 

Btill,27FEl   90 

Brill  27  FE2..   « 

BfitI  A.  B'.. ••..•••••.•••••..•••••«•••••••.•.•.■•■•••••«•••.••••••••• 

Brill  OT  ..•152 

Standlard  OSO  816 

Standard  M.  C  B,   4 

Staadardi  A.  B*  TWill.«i •.••••••»•••••••••••••••*••••»•*•  «••••.  SO 

Jeffermn.  Shopt'............   1 

D.  U.  R   4 

Diamond  •  *   38 

Indnitrial  Iwm  Worika   2 

Maguire   *   3 

Maximom  Traction  .i...  6 

Special  Bond   *.  *   ^ 

Mo  Mamc.   1 

^lHaccllaiMOii*— Under  can  Is  .tlorafe   92 

Toial.  2m 

Dttroit  United  FTailway  (One  Fare  Zoim) 
Motor  Inventory  as  of 
March  17,  1919 

Type  of  Motor!  Number 

D  Steel    277 

29  Steel ...•••.•••..»••••••.••••....■..•.•.».......•.....•....•..•.•••*•  811 

34  Steel   2 

12  Westinghouse.  •   2 

12A  Wettini^MMiae.....   4 

38  Wettinflioiia*................   18 

49  Westinghouse   4 

.  56  Westinghouse  ••  16 

(18  Westinghouac....   HO 

93  Westinghouse  248 

310  Westinghouse  412 

S7  GcBcral  Electric   38 

am  General  Electric  ........1132 

205  General  Electric   1 

210  General  Electric  428 

800  General  Electric.   2 


J  Total.  ...»•.•....•».»..................*...••.....»•••....••..  .2774 


Datroit  United  Railway  (One  Fare  Zone) 
Special  Non-Revenue  Cars  as  of 
March  17,  1919 


Builder 

Length  Over  All 

Car  Nos. 

Total 

.*>o 

1 

Remark— Mon^. 

93 

1 

Remark — Pay. 

1 

St.  .XrfOitis.. 

 30  ft  10  in. 

111 

Remark— Atr  Cleaning. 

145 

1 

Remark— Schooling 

158 

1 

Remark— Mon^. 

171 

1 

Remark— Money. 

1000 

1 

Remark — Air. 

1950 

1 

Remark— Snpply. 

2009 

I 

Remark— Money. 

Grand  Total..  * 

Summary 

Detroit  United  Railway  (One  Fare  Zone) 
Mechanical  Department  Cars  as  of 
March  17,  1919 

Oass  of  Service  No.  Total 

Shop  Transfer  Cars.  4 

Wrecker*  • » « •  2 

Flat  Cars  .....1  7 


Detroit  ynitod  Railway  (Out  Fiure  Zona) 
Maohaiiieal  Department  Cars  as  of 


Lf^  17,  1tf9 

* 

Builder 

Length  Over  All 

Car  Nos. 

Total 

76 

1 

Remarks— Wrecker. 

1 

31  ft.  11  in. 

281 

Rcmaika— Wrecker. 

306 

1 

Remarks— Shifter. 

,    .  9  ft.  4  in. 

Teddy 

1 

Remark»--Slio|i  Transfer. 

....  10  ft.  2  in. 

•D.  U.  R.  .....a.....  ............ 

2043- 

n 


11  ft.  21  in.  Wm  2  ' 

lenarks— SUftefi. 
D.  U.  R  20  ft  O  in.  WB6  I 

QmmA  Total.,..  ,  7 

Summary 

Detroit  United  Railway  (One  Fare  Zoim) 
Track  Department  Cars  at  of 
"  MiffOli  17|  1919 

ClMS  of  Scnrke  No. 

Concrete  Breakcf...  ,  1 

Air  Car  % 

Concrete  Ifixers  2 

Pl»t  Cars.  ,  ...18 

Sand  Cars   3 

Pattenger  Cars  '2 

Snow  Plows...  12 

SiMriiiiiitfs  ,  ......11 

Derricks.  ......«,.....,,..»......,  3 

Dump  Cars  g 

Constmction  Cars  2 

Wrecker  1 

Rail  Grinders  ,  3 

Crane   l 

Welder   i 

'Timctioii  .Bttgint  ,  l 

Total  ,  70 

Detroit  United  Railway  (One  Fare  Zono) 
Trtnk  Department  Care  as  of 

mmk  17. 1919 

Builder  Length  Over  All  Car  Nnmtiers 

  16  ft.  1  in.  8 

Rcinark»— Concrete  Brcalcer. 

  17  ft  4  in.  10 

Remarks— Air. 

Toiil,  1.  * 

  li  ft.  II  to.  18 

Remarks— Flat 
Total,  1. 

D.  U.  R >...........••.•  ••.....,«...,. ,23  ft.  0  M..  21 

Remarks— Cooerete  MiiMr. 
Total,  1. 

J«n«8  32  ft  0  in.  289 

Remarks — Sand. 
Total,  1. 

at 


Pttll^ipi  ,   .32  ft  3  in.  431 

''lliilttrks — Sand. 
Total,  1. 

Jones   ..32  ft  0  in.  461 

Remarks — Passen  ger. 
Total,  1. 

Jones    32  ft  10  in.  490 

Remarks — Passenger. 
Total,  1. 

  ,.  37  ft.  10  in.  1800 

Remarkfr— Snow  plow. 
Total,  1. 

 T   23  ft     1  in.       1802.  1803 

Remarks— Snow  plow. 
Total.  2. 

21  ft   5  in.  1804 

Remarks— Snow  plow. 
Total  1. 

   23  ft  8  in.       1805,  1806 

1807,  1806 

Remarks — Snow  plow. 
Total,  4. 

Rebuilt  D.  U.  R  22  ft  5  in.  1810 

Remarks— Sprinkler. 
Total,  1. 

  20  ft  10  in.  1811 

Remarks — Derrick. 
Total,  1. 

   22  ft   5  in.  1812 

Remarks— Sprinkler. 
Total,  1. 

Rebuilt  D.  U.  R   .  .  -  22  ft  2  in.  1814 

Remarks — Derrick. 
Total,  1. 

  23  ft  1  in.  1815 

Remarks — Plat 

Total,  1.  f 

Russell  Wh.  &  Fdy     35  ft   7  in.  1817 

Remarks — Dump. 
Total,  1. 

Rebuilt  O.  U.  R.  •  22  ft  2  m*  1818 

Remarks — ^Flat 
Total,  1. 

  23  ft.  7  in.  1819 

Remarks— Flat 
Total,  1. 

  17  ft  9  in.  1824 

Remarks — Snow  plow. 
Total,  1. 

Total  carried  forward— 25. 

St 


D«troit  United  Railway    (One  Fare  Zofi«) 
Track  Oepartnnent  Cars  as  of 
March  17.  1919 


Builder 

Length  Overall     Car  Nttiiit{,e» 

Beawrlcs 

Total 

BfOtti^t  forward 

25 

23  ft. 

1  in. 

1825 

Flat 

1 

Russell  Wheel  &  Fdry.. 

30  ft. 

4  in. 

1826 

Dnmp 

1 

Rebuilt  D.  U.  R.  

20  ft. 

0  in. 

1828 

Flat 

1 

Rusacll  Wheel  ft  Fdry.. 

30  ft 

4  in. 

1829^1130 

Dump 

3 

Ruiael  Wheel  &  Fdry.. 

3S  fl^ 

7  in. 

1831 

Bmmp  (rebuilt  '12) 

1 

Russel  Wheel  &  Fdry.. 

30  ft 

4  in. 

1832 

Dump  (rabinlt  '1^ 

1 

Russel  Wheel  ft  Fdry.. 

22  ft 

3  in. 

1833 

Flat 

1 

Rumel  Wliicel  ft  Fdry.. 

30  ft 

4  in. 

1846 

Dump 

1 

36  ft. 

0  in. 

1860 

Flat 

1 

22  ft 

5  in. 

1864-1865 

Sprinkler 

2 

23  ft 

4  in. 

1866 

Flat 

1 

22  ft 

9  in. 

1867 

Snow  Plow 

1 

21  ft. 

5  in. 

1868 

Derrick 

1 

33  ft 

6  in. 

1869 

Concrete  Mixer 

1 

Rebuilt  D.  U.  1......... 

23  ft. 

1  In. 

1876 

Conttmction 

1 

Monroe  Shopi 

21  ft  10  in. 

1878 

Sand  Trail 

1 

Russel  Wheel  ft  Fdry.. 

30  ft. 

4  in. 

1879 

Flat 

1 

40  ft 

8  in. 

1880 

Construction 

1 

Rnasel  Wheel  ft  Fdry.. 3®  ft 

'4  In. 

1886-18874888.1889 

I890-18».180S-1896 

Flat" 

8 

Total  carried  forward 

Dttnilt  llnltMl  Railway  (On*  ¥v  Zona) 
Tf«0k  Department  Cars  as  of 
llaroii  17ff  1'919 


Lengtli  Overall    Car  Nmnbert 


Russel  Wheel  &  Fdry., 
Jefferson  Shopi  ....... 

Monroe  Sllopt  ........ 


. .  35  ft  7  in. 
..  24  ft  2H  in. 
.  •  Xt  ft  S  In. 


Harper  Yards   13  ft  9  in. 

Indnatrial  Iron  Worira  25  ft  6  in. 

Monroe  Shops   23  ft  6  in. 

Harper  Yards    23  ft.  2  in. 

north  American  Construction  Company 
Fort'  Hnron  Ensinft  &  Thrcahcr  Co. 
Grand  total  


1901 
1906 

1917-1918-19Z1 
1922-1924 
1929-1941-1942 
1974 

1982-1983 
2087-2088 
2093 
4554 


Horses  and  Wagons 


1  Black  Horse 

2  Bay  Horaes 


Remarlcs  Total 
Brought  forward  53 
Dump  (rebuilt  12)  1 
Wrecker  (rebuilt  *1S)  I 

Sprinkler  S 

Rail  Grinder  9 

Crane  1 

Sprinklers  2 

Snow  Plowa  2 

Welder  1 

Traction  Engine  1 
•  ...•...<■...•.•••..•.,  .90 


Line 
Line 


it 


1  D.  T.  Windlass  Wagon 

1  S.   .  Wagon 

Harness  and  Acceaaories 


Line 
Line 
Line 


Appendix  «G" 

list  of  Air  Compressor  Plants  and  ChaiiiiMr  Stations, 

March  17th,  1919 

BAKER  CAR  HOUSE. 

BATTERY  STATION  -K" 

BRUSH  CAR  HOUSE. 
•CLARK  CAR  HOUSE. 

14TH  AND  FOREST 

15TH  AND  MARANTETTE. 

DIX  CAR  HOUSE. 

HARPER  YARDS— CARS  IN  SHOP. 

HARPER  YARDS— CARS  ON  STREET. 

HIGHLAND  PARK  SHOPS. 

JEFFERSON  CAR  HOUSE. 

JOS.  CAMPAU  LOOP. 

KERCHEVAL  CAR  HOUSE. 

LEESVILLE  CAR  HOUSE. 

MACK  LOOP. 

MICHIGAN  CAR  HOUSE. 

MYRTLE  AND  GRAND  RIVER. 

OAKLAND  WYE. 

POWER  DEPARTMENT. 

METZGER  AND  HAMILTON. 

TRUMBULL  CAR  HOUSE. 

WARREN  CAR  HOUSE. 

WARREN  AND  14TH. 
♦WEST  JEFFERSON  CAR  HOUSE. 

WEST  FORT  AND  P.  M.  R.  R. 
♦WEST  JEFFERSON  AND  RIVER  ROUGE. 

WOODWARD  CAR  HOUSE. 

GRAND  RIVER  LOOP. 

ST.  JEAN  AND  KERCHEVAL. 


♦  One  and  the  aanic 

Appendix  <<H" 

Power  Plant  Bu lldlngs 

STATION  "A"-Power  Plant  Buildings,  located  at  north  tide  of  At- 
water  Street,  near  Riopelle  Street. 

STATION  "B"— Power  Plant  Buildings  located  at  southwest  comer  of 
Atwattr  and  Riopelle  Streets. 

Sybstatlon  Btiildingo 

TROMBLY  SUBSTATION— Substation  Bnilding  located  at  north- 
eatt  corner  of  Trombly  and  Dubois  Streets. 

LEESVILLE  SUBSTATION— Substation  Buildiof  located  at  north- 


it 


««st  corner  of  Gratiot  «nd  Harper  Avenues. 

BATTERY  STATION  *'K"— Stotagc  battery  buOiiiiir  located  at  aoiitli- 
WC9t  corner  of  Woodward  smA  Cortland  Avenues. 

BATTERY  STATION  "L"— Storage  battery  building  located  on  tlia 
north  side  of  Hancock  Avenue  betwean  Third  and  Foortli  Aventwi. 

Appendix 

Fwmr  Plant  iquipment  • 

P^r  Station  "A" 

Z-ASHf  H.  P.  AUis  Chalmers  T.  C.  C.  enginca.  7jQflll  K.W.  WaatfnflMMMC 

gcneratora. 
2— Wortbiagton  condensers. 
2—1,500  H.  P.  Allis  Chalmers  T.CC  cnginea. 
2—1,000  K.W.  G.E.  generators. 
2— Worthington  condenattt. 
1— WOO  H.  P.  Allis  Chalmers  C.C.C.  engine. 
1—1300  K>W.  Westinghottse  generator. 
1—AlHs  Oialncrs  barometric  condenter. 

1— Booster  set  conststtttg  of  1  2S0  K.W.  Wettinffbottse  generator  and  I  360 

H.  P.  Westinghouse  motor. 
1— Booster  set  consisting  of  1  350  K.W.  Westinghouse  generator  and  1  S20 

H.  P.  Weatifflghottse'  motor. 

1 —  Switchboard  consistiiiff  of  41  coBtlnttous  panels  and  such  othtr  paatli 
at  may  be  in  the  Station  with  instruments  and  all  accessori^- 

12-250  H.  P.  Babcock  &  Wilcox  W.T.  boilers  with  12  Murphy  fMratCtl  moA 
stokers  complete. 

4—  354  H.  P.  Stirling  W.T.  boilers  with  4  Murphy  furnaces  and  stokers 
complete.  Fire  pumps.  Boiler  feed  pumps.  Heaters  and  pumps.  Coal 
and  ash  conveyinf  machinery.  Hoppers,  frames  and  chutes. 

7— Locomotives  and  cars  among  other  No.  182tA»  1921B  and  lOOC  Travel- 
lug  and  locomotive  cranes.  Stacks,  chlmn^  imd  breeching. 

Powtr  Ststioii  **B*' 

2—  600  H.  P.  E.P.  Allis,  CC.C.  enginca. 
2—400  K.W.  Walker  generators. 

2— Davidson  condensers. 

.2— l|20O'  H.  P.  B*P.  AlUa  CC'C.  cnginea. 

2— 80O  'K.,  W.  Walker  generators. 

2— Davidson  condensers. 

1—2.250  H.  P.  Filer  and  Stowell  CC.C.  engine. 

I — 1.500  ILW.  Wcatittghonse  generator. 

1 — ^Blake  condenser. 

1—2,250  H.  P.  Filer  and  Stowell  CC.C.  engine 
1 — 1.500  K.W.  Westinghouse  generator. 
1 — Baragwanath  barometric  condenser. 

1 — 4,500  H.  P.  Westinghouse  steam  turbine  and  3,000  K.W,  fcncrator. 

1 — Westinghouse  Leblanc  condenser. 

1—1,333  K.V'.A.  G.  B.  steam  turbine  and  generator. 

1 — Westinghouse  Leblanc  condenser. 

5—  ^Exciter  units  oomfilctc.  Booster  itta  connate. 


2— IfSOO  K.W.  G.E.  motor  generator  sets.  All  switchboards  and  acces- 
iortes. 

6— Translormera  (3  40  K.V.A.  and  3  37$$  K.V^)  with  wtrtag  structures 

complete. 
4—600  H.  P.  Stirling  W.T.  boilers. 
4— Taylor  stokers. 
8-300  H.  P.  Stirling  W.T.  boilers. 
8 — Murphy  stokers. 
8-350  H.  P.  StirUng  W.T.  boilers. 
4— Murphy  stokers. 

4—  Detroit  stokers. 

2—  2,500  H.  P.  Cochrane  heaters. 
1— lOyOOO  H.  p.  Cochrane  heater. 

3— Heater  pumps. 

1 —  Fire  pump. 

5 —  Boiler  feed  pumps.  Extra  driving  apparatus  for  stokers.  Stacks  andr 
breeching. 

2— Blower  sets  and  auxiliaries.  Coal  and  ash  conveying  machinery  com- 
plete. Griffith  steam  jet  ash  conveyor  complete.  Overhead  coal  bunker 
complete.  Traveling  cranes. 

Also  in  all  Power  Stations: 

Separators,  all  condenser  and  other  pumps,  engine  and  engine  room  ac- 
cessories, starting  boxes,  bus  bar  and  cable  material  installed  and  their  sup- 
ports, lightning  arresters,  rheostats  and  stands,  feed  wires  and  supports,  m^ 
eellaneous  cables  and  wires,  miscellaneous  auxiliary  material  installed  and 
wires,  portable  and  other  testing  and  recording  instruments,  all  pumps  of 
all  kinds  with  their  accessories,  steam  purifiers,  tanks,  heaters,  runways, 
brecchii^  pipe,  valves,  fittings,  covering,  etc.,  complete;  intake  and  dis- 
charge tunnels,  pipes  and  screens,  tools  and  machine  tools  and  auxiliary 
apparatus,  furniture  and  fixtures,  receivers,  economizers,  water  testing  equip- 
ment, coal  ^j^twhing  equipment,  pipe  shops,  testing  laboratory  complete,  and 
such  other  mstalled  equipment  as  is  not  herein  otherwise  covered. 

* 

Appendix  *'J" 

SiiiMtatfon  Ec|itfpiiMnt 
TrmMbly  SulMtatiim— 

4— Motor  generator  sets,  Wcitinghouse,  consisting  of  4  500  K.W.  D.C. 
generators  and  4  720  H.  P.  motors  and  4  12.5  K.V^.  exciters. 

16— Panel  switchboard  with  instruments,  switches  and  all  other  accesories. 
Brackets,  pedestals,  lightning  arresters,  oil  switches,  rheostats,  bus  bars, 
cables,  feeders  and  all  other  accessories.  Alto  200,000  pound  hand 
crane  and  furniture  and  fixtures. 

LeMville  Subtlation — 

4— Motor  generator  sets.  Westinghotise,  consisting  of  4  500  K.W.  D.  C 

generators  and  4  720  H.  P.  motors  and  4  12.5  K.W.  exciters. 
14— Panel  switchboards,  instruments,  switches,  brackets,  pedestals,  lightning 
arresters,  etc. 

1— Hand  crane,  20,000  lbs.  capacity.  Tools,  furniture  and  fixtures. 


1— 2^500  ampere  storage  battery,  2liO  ceOt. 
1^^90/127  v.,  2,000  amp^  Weston  generator  and  300  H.  P.  motor, 
n  riilliillM^^^^^   ml  and  all  acceatocici.  Tool%  furniture  and  ftstufes^ 


1—2,000  amp.,  250  cells,  storage  battery  complete. 

1— Booster  set,  consisting  of  1  80V/1600  ampere  Weston  generator  and  1 

200  H.  P.  Weston  motor. 
II— Panel  switchboard        instmmeati  and  all  accessories. 
Tools,  furnitare  and  faliii'tt.. 

^HM||jroperty  of  the  railway  coraptay  iastatled  in  the  substations  of 
the  DiMt  Idtson  Company.  This  property  consists  in  general  of  switch- 
board panels  and  all  instruments  on  said  panels,  bus  bars  back  of  said 
panels,  feeders  from  said  bus  bars  out  to  the  railway  company's  feeders  and 
protective  apparatus  on  said  feeders. 

'The  nuiiber  of  paneil  and  their  location  are.,  given  as^  follows: 

'BfjUEiMiJIkHai    DtMUHkM'kl    flUhlMtflhiMJk  IDfciNflvinEdNfcfllhi^^ 

'lyiiwfwi  Bwon  vtntm  onmiiir^ 

Located  on  Beech  Street  just  west  of  Pitst  Street 
7 


ILocatcd  on  Beecher  AYrane  south  of  Michigan  Avenne. 
10 


Eilisoii  Dttlray  Station- 
Located  at  Rademacher  and  West  Jcfierson  Avenue. 
7  Feed^  l^els. 

Edison  Grand  River  Station— 

Located,  on.  Grand  River  Avcatw  and  Lardtmont  Avenue.  * 

Edtton^  Hart  Statton—  ; 

Located'  os  Hart  AvMuc  near  Keicheval  Aveime. 
7  Feeder  .Fkaels, 


Ciliaon  Highland  Park 

Located  on  Cortland  West  of  Woodward. 

Railway  Company  owns  no  panels  in  this  Station,  but  does  own 
ietdcrs'  item  'Edison  •vHtehboard  to  its  main  feeders. 

Idlaon  MeComb  Station- 
Located  on  If  cComb  between  Brash  and  Randolph. 
7  Feeler  miilk^  , 

EdiMMi  fliiiiinnrt  AvaniM'  Olalloii— 

(■■^■•■pmwiP'iu •  ^iiinnp^BFiaFiP"WM»  (rww tip* ■snap  wiFmMn"Pww»'P 

.Located  on  Second  Avenue  near  Amsterdam  Avcane.. 
11  Feeder  Panels. 

These  are  all  of  the  Railway  Company's  property  in  Edison  sub- 
ftitiont. 


Except  one  panel  in  each  sub-station  reserved  for  interurban  use 
and  feeders  leading  therefrom. 

Equalizer  boards  and  instruments  at  the  following  locations,  viz.. 

At  Baker  Car  House,  8  panels  and  all  accessories. 

At  Kercheval  Car  House,  8  panels  and  all  accessories. 

At  Michigan  Car  House,  1  panel  and  all  accessories. 

At  Warren  Car  House,  2  panels  and  all  accessories. 

At  14th  and  Warren  Office,  6  panels  and  all  accessories. 

At  Detroit  Baseball  Park,  8  panels  and  all  accessories. 

At  Superior  Street  Yards,  8  panels  mud  all  accessories. 

At  Jefferson  Car  House,  4  panels  and  all  accessories. 

Schedules" 

Schedule  of  Mortgage  Bondk  of 
Detroit  United  Railway 

1—  Detroit  United  Railway  First  Consolidated  Mortgage  Thirty- 
Year  4H  per  cent  Gold  Bonds,  dated  January  1st,  1902,  Due 

January  1st,  1932    $25,000,000 

Of  which  there  is  held  in  escrow  by  the  Trustee— |50j000 
against  the  retirement  of  $50,000  Detroit  Railway  Bonds  now  in 
process  of  conversion  and  ^,105,000  for  the  retirement  of  the 
following  underlying  Bonds  : 

2—  Detroit  Railway  First  Mortgage  S's,  due  $50,000  December  1st 
of  each  year  from  1919  to  1923  inclusive,  and  $1,200,000  on 
December  1st,  1924   1,450,000 

3—  Detroit.  Fort  Wayne  and  Belle  Isle  Railway  First  Mortgage  5 

per  cent  Bonds,  due  April  1st  1927   1,200000 

4 —  Detroit,  Rochester,  Romeo  and  Lake  Orion  Ry.  First  Mort- 
gage 5  per  cent  Bonds,  due  June  1st,  iftZO   1,100,000 

5—  Detroit  and  Flint  Railway  First  Consolidated  Mortgage  5  per 

cent  Bonds,  due  August  1st,  1921   l,40(MW0 

6— Detroit  and  Northwestern  Railway  First  Mortgage  4}^  per 

cent  Bonds,  due  May  Ist,  1921   SSSflOO 

7—  Detroit  and  Pontiac  Railway  First  Mortgage  5  per  cent  Bonds, 

due  February  1st.  1922   soo^QOO 

ft— Detroit  and  Pontiac  Railway  First  Consolidated  Mortgage  454 

pw  cent  Bonds,  due  June  Ist,  1926     . .  600,000 

*'^°**^    $  7.105,000 

Memomiciiiiii: 

Total  Bonds  outstanding  issued  under  $25,000,000  Detroit  United 
Railway  First  Consolidated  Mortgage,  dated  January  Ist, 

„  3??  -    -..$17,845,000 

Held  by  Trustee  to  retire  the  underlying  Bonds  above  listed. . 7,155,000 


 125,000,000 


IfflfWrtant  Notice  to  Voters 


T  F  you  approve  of  the  purchase  of  the  Detroit  United  Ruil- 
X  way,  as  proposed  by  the  Board  of  Street  Railwmy  ConW 
sioners,  it  will  be  necessary  for  you  to  vote  on  the 

agreement  to  purchaM  and  the  charter  amendmciit  as  well,  both 
of  which  appear  on  Hms  ballot  which  wil!  be  given  yon  April  7. 


Report  on 
Detroit  Street  Railway  Traffic 

AND 

Proposed  Subway 

MADE  TO 


Board  of  Street  Railway  Commissioners 


City  of  Detroit  - 


BY 

BARCLAY  PARSONS  &  KLAPP 
1915 


irflOMi  TMK 

cotxacTioN  or 

MNMISAM  MEAOB 


SCHOOL  Of 
BUSINESS 
ilERAftY 


D  540 
?153 


Board  of  Street  Railway  Commissioiiers 

City  of  Detroit 


For  the  year  1914 


JOHN  F.  DODGE,  Chairman 
JAMES  COUZENS,  Commissioner 
JAMES  WILKIE.  ComnUsmner 

JAY  G.  HAYDEN.  Seeretm 


For  the  year  1915 


JAMES  CX)UZENS.  President 
JAMES  WILKIE.  Vice  Prtsidettt 
JOHN  F.  DODGE,  Commissioner 

JAY  a  HAYDEN,  Seentofy 


BARCLAY  PARSONS  &  KLAPP 


fSNSCTLTIMG  BNCimcnS 

60  Wall  Straet,  Nair  York, 
wv.  BAKLAY  FAB80NS  Januaiy,'  1915. 

EUGENE  KLAPP 

H.  M.  BSINCKESHOFF 

W.  7.  BOOGLAS 

To  THE  Honorable  Board  of  Street  Railway  Commissioners^ 

C%  of  Detro^ 

Dear  Sirs : 

In  accordance  with  our  agreement  of  July  27,  1914.  with  your  Honorable 
Board,  and  following  further  instructions  from  you  from  time  to  time,  we  have 
made  an  investigation  and  study  of  ^  street  railway  traffic  amditions  of  Detroit, 
ii«¥ii^  particularly  in  view  the  ru^  hour  congestkm  in  tfie  center  of  Hnt  city 
and  the  possible  necessity  for  a  subway,  or  other  rapid  transit  rdkf ,  and  be|: 
leave  to  herewith  submit  our  report  and  reamunendations. 

To  facilitate  the  study  of  the  report,  we  have  divided  it  into  four  parts : 
Part  I  treats  as  briefly  as  possible  the  vital  and  fundamental  points,  and 
gives  a  general  summary  of  the  investigation  together  with  our  conclusions  and 
recommendations. 

Part  n  gives  the  full  details,  flhistrated  by  con^rative  statements  and 
diagrams. 

Part  HI  contains  the  statistical  matter  gathered  in  our  invcst^tion. 
Part  IV  contains  the  large  maps,  plans  and  diagrams. 

We  wish  to  express  our  sincere  appreciation  of  the  assistance  and  hearty  co- 
operation of  the  city  officials  and  their  assistants,  and  also  that  of  the  officers  and 
operating  staff  of  the  Detroit  United  Railway  during  the  course  of  our  work  in 
preparing  this  rtport  We  also  wish  to  express  our  thanks  to  tiie  dtiaens  of 
Detroit  who  in  v«iious  ways  have  been  belpf^  to  us,  and  to  tlie  DeHok  press 
for  their  kindness  in  securing  the  publk's  attentkm  to  our  street  car  dieddi^, 
where  the  codperatxm  of  the  public  was  necessary. 

Faithf ulfy  yoom, 

Babclay  Paksons  &  Klapp, 
Consulting  Engmeers. 


I 


TABLE  OF  CONTENTS 
PART  I 

CONDBN8BD   MB^OWt  WITH  RBCOMMBHDATIONS 


Oty  of  Detroit  pagb 
Description,   population,   area,    population    density,  housing, 

factory  workers,  etc   5-8 

C^mres  of  growtii  in  popnlatioii  in  Detroit  ooinpared  with  other 

cttiet   6 

Curves  of  number  of  peRMms  fier  durdliiv  in  Detroit  coinpared 

with  other  cities   8 

TiAmc  CoNomoNs 

Transfers,  bdt  line,  effects  of  manufacturing  growth,  etc   9-10 


Stbbet  Railway  System 

History,  general  routing,  congestioa,  mileage,  pasaeqgers  per 
mile,  routes  of  travel,  etc  

Street  car  counts  

Description  of  mediods,  etc  

Gttmi  of  revenue  pasaengerai  per  mile  of  aiogie  trade  for 
Detroit  and  other  cities  


RiLiSF  BIT  Improvements  in  Present  System 

Development  of  modem  street  railway  methods   15 

ExistQg  franchise  limitations.   14 

Proposed  rorantmg  of  surface  Imes  in  congested  district   14 

Crossing  interferences..  ,  15 

Through  tnSRc  analysed..   15 

Rerouting  plan   15 

Relief  by  rerouting   |^ 

Interurban   rerouting   ifi 

Rerouting  a  permanent  improvement   17 

FatiBMtfd  cost  of  track  changes     17 

Two<ar  units   17 

SldP"«tops  ^  ,  17 

Immediate  Relief  Without  Track  Changes  and  Involving  Little 
Cost 

Reraothv  Brash,  Rapid  RaUway,  Hamilton  and  other  lines. ...  18 

Street  coOectorB   ig 


10-13 

11 

13 

12 


Immediate  Mamr  Without  Tkack  Changes  and  Involving  Littls 


Gwr  piitlonn  chutes   ig 

Vdude  mMc  regufaitioitt. . . ;  .  [  .  .  ,  [  [  .  18 

DiGEicE  or  lUuEF  BY  RiwKmN<i  Two^jki  Uini^  S«^^  19 
Subway 

Fntiire  giviftii  of  Belroit   ]9 

Rdation  of  possengm  to  pop^^    JH 

Subwayis  in  other  cities  "i......,,.,..,.,,  21 

Woodward  Avenue  traffic   21 

Short  and  long  subways  defined   21 

Length  of  haul  on  Woodward  Avenue  and  in  other  cities   22 

EttinMiled  Woodward  Avenue  subway  traffic   22 

TiUc  of  campMitm  iwcmie  pasMt^en  per  aimum  per  mfle 

of  siogle  track  for  various  Sf  npiA  tnmstt  system   23 

BUfmated  cost  of  snbw^....   24 

Earnings  and  rate  of  faii   21 

Questions  of  public  poligr.  .•   2S 

Short  subway..   26 

MmmlmM^mm  ,   ,37 

QmcuniONS  and  Recommendations 

RcoamiiKndatioQS  for  improvement  of  existing  street  car  system  27-29 

BwMicudrtions  rq;ardiiig  sidmays   30 

PART  II 

COMPLBTB  DETAILS  OF  SUBJECT  MATTER  OF  REPORT 

Civy  or  mmtoiT  fagb 

General  characteristics   31 

Location  of  business  and  factory  ittttrk'ts   31 

Growth  of  population  ,   32 

Comparison  with  growth  of  other  cities   32 

Gvowlh.  in  ana.   33 

OeoM^  and  diitrilii*ii»  of  popiilatioo..!!!!!!!!]!]^  33 

Map  of  grovtii  of  dly  Iniis   34 

Industrial  growth   35 

Statistics  of  manafacttucs   3647 

Wmmm  Smmt  On  SyafiM 

Genenil  conditions..'.  :   3g 

lioiiiatiaiis  of  coostiHieiit  companies   '  ' Jg 

Present  car  touting  [  .'V  ^ 

Oitpofate  fiovtli  of  Detroit  Uttitod  Raiiiiay   m 


Pbbsent  Stiebt  Cak  SvffBif— ConlMnirf  nm, 

i       Outlying  and  cross-town  lines   40 

Lines  running  north  and  south  through  congested  district  ,  40 

Statistical  tables,  car  miles,  passengers  carried,  by  lines   41 

Lines  running  east  and  west  across  congested  district   42 

Map  of  intemitan  lines   43 

Equipment  and  tradt  and  roadways   44 

Peesent  Traffic  Conditions  in  DETsmr 

Rush  hour  traffic   45 

Distribution  of  factory  workers   46 

Classified  movements  of  factory  workers   46 

Transfer  coont  at  Gty  Hall   47-48 

Cnnllicting  crossines  causii^  tralBc  congestion   49-50 

Tone  ddays  from  crosaing  iatorfewnces   51 

Future  traffic  growtli   51-52 

Qirve  of  revenue  rides  per  capita  fay  years  m  irarioos  cities. ... .  53 

;Pnovo8iD  Immideatk  Relief  Wrrnour  Lakge  Expense  or  Track 
;  Ckangbs 

svnci  coneciOBS^ » « » * »   54 

Platform  dianges  on  P-A-Y-E  cars.....   54 

Skip-stops  and  two<ar  units   55 

Temporaiy  rerouting   55^ 

PaonisD  CoMftJcre  toeouruiG  or  Sokfacb  Cam.  Lines 

Throm^  !««*»  intlitelBd  in  VSBS   57 

Traffic  ooonts   57 

Unnecessary  crossing  of  Woodward  Avenue   Sg 

Traffic  diagram  of  combined  Michigan,  Baleer  and  Sherman  lines 

^>'-     in  congested  district   59 

•  '  General  plan  of  proposed  rerouting   60,61 

Through  routing  to  be  continued   61-62 

Traffic  Diagrams— Oeigin,  Deshnation  and  Car  Lomdivg 

y  ;  General   discussion.  ,   63 

•  Woodward   64-65 

Jefferson   ,  

Michigan   

  69-70 

™P«^  •   69^70 

Fourteenth  ,   70-71 

^"""^  ,  .  72-73 

:   Trumbull   72  75 

Myrtle   y,'.'.'.',',,,  74,75 

South  Chene   74' 75 

Crosstown   74  7^ 

'      -HmbIIIwi   77^78 


Tbatfic  Diagkams^-Ougin,  Distinction  and  Cas  Loamng — Cant.  page 

Brush    77-79 

Sherman   •  •  •  •  ?  •  •  •  77, 78 

Springwells    78 

West  Warren   79 

Cunt  of  tolai  p^#f^-«wnf»  scr  out  wStt  hw  vctn  for  Drincipti  finn 

■I  amhok. •••••••••••••••...•...•*...••■..•»...........  mi 

Pbesent  Routing  and  PsoroiiD  Rkboutimg  vok  Indivxoual  Linis 

General  ,   81 

Woodward   82-84 

Hamilton    85-86 

Michigan    87-89 



  9MI 

Fottftcemh  and  Wamn  West   94-96 

Fort   97-99 

Brush  100-101 

Sherman   102-103 

Myrtk   104-105 

  106-107 

 im-m 

 uo-ui 

Crosstown    112 

South  Chenc,  Springwells,  Victor,  Third  Stfcet  Depot   112 

Junction  Avenue  Belt  (Grand  Belt)   112 

Interurban  lines   115-115 

SunTAY— Rmm  A 

iMcrailMii  fines  U6 

features   117 

Drainage  and  station  construction   117 

Map  City  Hall  subway  station   118 

Method  of  subway  cmistruction   1 19 

  ll^MO 

  121^122 

Wnttf  Mii^f  and  minof'  obatnicliiHM'  »  •   12^123 

Subway — ^Route  B 

Grand  Circus  portals   123 

Obstructions   123 

Subway— EsfiMAm  m  Om   124 

  125-126 


Bblue  Iflts  BuDGi  TttAmc  page 

Jeffenon  Avenue  bri4g!e  approach   127-128 

Belle  Isle  bridge  temfams   128-130 

Sectional  plan  of  sabmyr  terannal  for  new  Bdle  Isle  hrid^. ...  129 

Belle  Isle  bridge  130 

Plan  of  new  Belle  Isle  bridge  approadi  13| 


PART  III 

APPENDICES  AND  TABULATICHiS 

Apkmdix  A— Complele  mote  dcscripto  Detroit  United  Railway 


schedule  July,  1913   131-146 

B — ^Special  Woodward  traliic  count   148 

C— Tabulated  traffic  counts  for  all  lines  except  Woodwafd. .  lS(V-277 

D — Operating  statistics  of  Detroit  United  Railway   279-285 

E— Increases  in  valuation  due  to  rapid  transit   286-287 

F— List  of  track  changes  outside  of  congested  district  neces- 
sary for  complete  rerouting  288 

G — ^^timate  of  cost  of  rerontti^  and  extensions  289 


PART  IV 


MAPS.  PLANS  AND  DIAGRAMS 

Map   1 — Detroit  and  suburbs  present  street  raflway  system. 

2 —  ^Detroit  and  suburbs — reroBted  street  nilway  system  (indndiqf 

new  lines). 

3 —  Distribution  of  population  of  Detroit  and  suburbs  by  districts. 

4 —  Isochronal  lines  for  present  and  proposed  transportation  facilities. 

5 —  Present  routing  aud  proposed  rerouting  of  street  car  lines  in  con- 

6 —  Coni|dete  rerouted  track  plans  and  iNAide  routii^  for  Gty  Hall 

and  Cadillac  Square  districts. 

7 —  Track  changes  for  rerouted  system  in  congested  district. 

8 —  ^Residential  location  of  45,611  factory  workers  from  11  groups  of 

factories. 

DiAOiAM  9— Diagrams  of  maximum  schedule  cars  per  hour,  present  routing 

and  proposed  rerouting. 

Map  10--Preient  routing  and  propooedimitiiv  of  intenulian  lines 
congested  district 
11 — Woodward  Avenue  subway  and  connecting  surface  lines. 
Plan  12 — ^Woodward  Avenue  subway,  Southern  terminal  loop  and  main 
line  to  Bagg  Street,  including  new  sewers. 
13— Woodward  Avenue  subway,  from  Bagg  Street  to  Virginia  Parle, 
indudins  new  sewers. 


14-  — Woodward  Avenue  snimay,  {ram  Vk|iatt  Fiulc  to  MrfTfifrttf 

Avenue,  including  new  sewers. 

15— Woodward  Avenue  subway,  Present  locatkm  of  Mfiicni  Iram 

Detroit  River  to  Bagg  Street 
m^Woodward  Avenue  subway.  Present  location  of  sewers  from 
Mm  Stfeet  to  ^^fsina  Fkilc. 

17— Woodwanl  Awttmt  sobivay,  FnmtA  Vta&m  of  wim  fran 

Vufiam  Puk  to  D.  T.  R.  R.  cronii«. 

18—  Woodward  A^cnoe  mAmty,  FnmA  loaAm  of  private  tnmidi. 

19—  Woodward  Avenue  subway,  Typical  sectioiis. 

20— Woodward  Avenue  subway,  Part  plan  and  section  of  City  Hajl 

station  showing  relation  to  proposed  surface  tracks. 
21~Woodirafd  Avcone  snlmay.  Typical  station. 


PART  I 


CONDENSED  REPORT  WITH  RECOMMENDATIONS 


The  problem  presented  for  solution  by  the  traffic  situation  of  Detroit 
today  is  a  periodically  recurring  question  in  all  of  our  rapidly  growing  Ameri- 
can cities.  Briefly,  this  question  is  how  to  meet  the  increasing  needs  and  sat- 
safy  Ae  demands  <^  the  people  of  great  urban  centers,  not  only  for  adequate 
l>ut  thoronghly  modern  tran^ortatkm  fKilities,  while  maintuning  the  railway 
systems  on  a  sound,  self-si^porting  financial  tiasis.  The  aolntion  of  this 
problem  requires  an  accurate  determination  of  the  existing  traffic  conditions, 
their  history  and  growth,  and  the  probability  of  the  contimiance  of  their 
controlling  elements. 

Provision  for  meeting  the  future  needs  of  Detroit  must  be  based  upon  the 
above,  checked  by  a  comparison  with  the  traffic  history  of  other  cities  of 
similar  size  and  characteristics. 

THE  CITY  OP  DBTROrr 

From  a  transportation  standpoint,  Detroit  is  a  city  of  the  semicircular  type 
with  its  center  substantially  at  the  City  Hall,  its  east  and  west  diameter 
paralleling  the  Detroit  River  for  a  distance  of  about  12  miles,  and  a  radius 
corresponding  ck>sely  to  Woodward  Avenue  extending  north  about  7  miks 
from  the  river  front  (See  MAP  1.)  The  entire  area  covered  by  the  city  and 
suburbs  is,  for  traction  purposes,  practically  level.  The  radial  or  hub-and- 
spokelike  system  of  streets  formed  by  the  principal  avenues,  such  as  Fort, 
Michigan,  Grand  River,  Woodward  and  Gratiot,  which  converge  approxi- 
mately to  the  City  Hall,  define  the  features  of  the  city's  general  plan. 

The  population  of  Detroit  in  1773  was  1,367,  and  the  city  has  shown  a 
Steady  iacrease  each  decade  up  to  the  present  time.  Prior  to  1900  the  tncraase 
in  popuhition  followed  ck>sely  the  rate  of  growth  of  other  Lake  cities,  such  as 
Buffalo,  Cleveland,  Milwaukee  and  Chicago.  (See  diagram  on  fcrfkvwiag 
page.)  From  1900  to  1914  a  sudden  increased  rate  of  growth  occurred,  greatly 
in  excess  of  other  Lake  cities  of  its  size,  placing  it  today  in  population  ahead 
of  all  these  cities  except  Cleveland  and  Chicago.  In  1900  the  census  of  the 
dty  proper  showed  285,704  people ;  in  1910,  465,766,  and  in  1913  by  directory 
estimate  597,468,  while  the  city  and  suburbs  from  1900  to  1914  increased 
from  i^praodmately  374^  to  660^  or  765%  iaa«ase  in  14  yea^ 

The  markedly  uniform  distribotkiii  of  this  pO|Mi]ation  over  tlie  dty  araa 
is  shown  on  MAP  3,  which  gives  the  population  by  half-mile  districts  fmm 
1904  to  1913.  The  steady  growth  in  practicaUj  aU  these  districts  and  the 

5 


particularly  rapid  growth  in  some  of  the  outlying  and  sutmrban  sections  is 

noticeable. 

The  area  of  the  city  of  Detroit  from  1857  to  1875  was  12.75  square  miles, 
and  was  of  an  approximately  rectangular  form  with  a  river  frontage  of  about 
4  miles  and  a  population  density  per  square  mile  at  the  end  of  the  period  of 
about  7^50  people.  By  1900  the  area  within  the  city  limits  had  grown  to  28.35 
square  miles  and  the  density  of  population  to  10>067  people  per  square  mile, 
the  form  of  the  area  having  been  somewhat  altered  by  a  narrow  elongation 
north  along  Woodward  Avenue.  In  1910  the  area  had  increased  to  40.79 
square  miles,  with  a  density  of  population  of  11,418  per  square  mile.  The 
year  1913  found  the  area  of  the  city  41.76  square  miles  and  a  population  esti- 
mated from  the  city  directory  corresponding  to  a  density  per  square  mile  of 
14,310,  which  is  about  the  same  or  possibly  less  than  the  average  of  other 
American  cities  of  the  same  general  size  and  type. 

This  rather  low  average  density  of  population  and  its  singularly  even 
distribution  is  caused  by  the  prevalence  of  detached  family  residences,  De- 
troit being  peculiarly  a  city  of  individual  homes.  These  characteristics  are 
seen  in  the  statistics  of  the  past  20  years,  which  show  the  average  persons  per 
dwelling  to  be  5.5,  which  is  much  below  that  of  similar  American  cities.  (See 
diagram  on  following  page.) 

A  change  in  this  condition  is  already  noticeable,  a  substitution  of  flats 
and  apartment  houses  having  commenced,  particukrly  in  the  older  down- 
town residence  districts.  These  buildings  will  provide  increased  housing 
facilities  within  walking  distance  of  the  business,  retail  and  office  districts. 
This  form  of  building  activity  has  in  other  cities  resulted  in  a  congestion  of 
population  in  limited  areas,  tending  to  greatly  restrict  the  growth  of  outlying 
sections  and  to  concentrate  traffic  along  certain  lines  of  travel. 

During  the  period  of  growth  under  consideration  Detroit  has  become 
more  markedly  a  manufacturing  city  so  that  the  residential  distribution  shown 
on  MAP  8  of  45,611  factory  workers  from  11  groups  of  factories  is  of  special 
mterest.  The  address  lists  of  employees  from  these  factories,  representing 
the  prmcipal  industries  of  Detroit,  were  examined  and  the  distribution  de- 
termined according  to  residences,  into  one  mile  sections,  as  indicated  on  the 
above  mentioned  map.  The  separate  groups  of  factories  consist  of  those 
located  near  each  other  in  distinct  districts,  the  effort  being  to  make  the  dis- 
tribution representative  both  of  the  principal  factory  districts  and  the  prin- 
cipal classes  of  workers  of  the  city. 

^  This  map  indicates  a  wide  and  general  scattering  of  this  part  of  the  popu- 
lation throughout  nearly  all  districts  of  the  city.  The  proportion  of  employees 
hvmg  within  walkmg  distance  of  the  various  factory  groups  is  much  larger 
in  the  case  of  the  older  establishments.  The  newer  factories,  such  as  Group  1 
show  a  most  as  many  employees  in  distant  ««tions  as  in  those  near  the  plants 
themselves.  In  Section  14  there  are  shown  1,021  employees  from  Factory 
Group  1  hvmg  4  miles  from  the  factory,  there  being  only  1^  in  the  mile 
square  section  in  which  the  factories  stand.  Group  7  is  a  sample  of  one  of 
the  older  industries,  showing  48.7%  of  its  employees  living  within  a  one  mile 

«Sl-!L\!Jif K?""  ^^"^  ^^^^"^  16.7%  of  its 

onployees  within  tiie  mile  radras.   The  general  distribution  of  employees 

7 


throughout  the  city  is  most  noticeable  also  in  the  automobile  and  other  more 
fccently  established  industries.  It  is  the  opinion  of  many  of  the  factory  man- 
agers, however,  that  there  is  a  noticeable  tendency  to  build  up  suitable  resi- 
dence districts  near  the  newer  factories. 

Of  the  45,611  factory  workers  shown  on  MAP  8,  13,000  are  now  within 
walking  distance  of  their  factories.  20,600  use  street  car  transportation  outside 
the  congested  district,  and  12,000  use  lines  or  transfer  through  the  heart  of 
the  city.  . 

TRAFFIC  CONDITIONS 

The  information  from  this  map  is,  therefore,  particularly  valuable  as  it 
points  to  the  cause  of  the  general  traffic  movement  of  a  large  body  of  factory 
workers  twice  a  day  through  the  center  of  the  city.  Assuming  the  17  factories 
investigated  as  being  representative  of  the  total  population  of  this  class,  there 
is  a  probability  of  over  30,000  factory  employees  traveling  twice  daily  through 
tht  eoQgiestaon.  The  probability  of  this  movement  decreasing,  by  reason  of 
suitable  housinir  facilities  being  provided  nearer  their  places  of  employment, 
is  to  be  expected. 

This  transfer  condition  was  further  indicated  by  counts  made  at  and 
about  the  City  Hall  from  5:30  to  7:00  A.M.  During  these  hours  the  route 
of  passenger?  can  at  times  be  easily  noted  on  the  otherwise  empty  streets,  the 
individuals  being  almost  entirely  factory  workers.  The  transfer  was  found 
to  be  practically  from  every  line  to  every  other  line,  no  general  movement 
from  any  cme  line  to  any  single  line  being  marked,  except  that  the  transfer 
to  Woodward  Avenue  from  all  lines  was  heaviest. 

It  does  not  appear,  therefore,  that  a  belt  line  or  system  of  such  lines  that 
would  be  financially  warranted  would  relieve  this  condition  and  a  continued 
transfer  of  a  large  part  of  this  trafHc  seems  unavoidable.  The  building  of  belt 
lines  must  be  justified  by  their  local  usefulness,  not  as  a  relief  of  the  central 
congestion  of  Detroit. 

The  pffsent  serious  trafik  cm^gisa^m^.  has  been  developing,  generally 
speaking,  during  the  period  since  t9O0L  A  determination,  therefore,  of  the 
causes  and  characteristics  of  the  growth  of  Detroit  during  this  period  which 
might  in  other  ways  affect  traffic,  and  a  comparison  of  these  with  other  cities, 
is  of  importance. 

The  statistics  show  that  the  total  street  railway  revenue  passengers  car- 
ried per  annum  in  Detroit  increased  from  1904  to  1908  approximately  at  the 
same  rate  as  the  average  of  the  transportation  systems  of  the  S2  largest  cities 
of  the  United  States.  From  1908  to  1914  inclusive,  this  rate  of  increase  how- 
ever exceeded  the  average,  the  annual  rate  of  increase  for  the  avmtge  city  be- 
ing 7.8%  per  year,  whereas  in  Detroit  this  rate  was  17.1%  per  year.  The 
foregoing  facts  disclose  a  very  unusual  and  abnormal  rate  of  increase  in  popu- 
lation and  a  still  larger  increase  in  street  railway  traffic  in  Detroit  within  the 
past  10-year  period. 

The  intimate  relation  between  these  high  rates  of  traffic  growth  and  the 
mdustrial  history  of  Detroit  is  very  apparent  The  United  States  census 
reports  show  the  value  of  the  manufacturing  products  of  Detroit  in  1899 
amounted  to  over  188,000,000,  in  which  there  was  nothing  reported  for  auto- 

9 


mtety  of  wlMch  ncrly  mmjOOO  were  in  automobiles  and 

automobile  accessories.  This  is  an  increase  of  188%  in  tbe  total  value  of 
manufactured  products  in  the  10-year  period  previous  to  1909,  which  is  greater 
tJian  Chicago,  Cleveland  or  any  similarly  situated  city 

of  State  Labor  Commissioner  ;eported  the  total  value 

Z^^^T^  P'^""'^  f  $410,000,000.  of  which  $208,000,000 

ryji^tedantoniobtles  m4  automobile  accessories.  According  to  the  Board 
oi  umuncfcc  of  Detroit  this  hitter  stun  amoanted  to  52%  of  the  value  of  the 
entire  antomobile  output  of  the  United  States. 

The  high  rate  of  wages  and  the  brge  payroll  represented  by  the  manu- 
facturing output  just  noted,  particularly  in  automobiles,  together  with  the 
unusual  rapidity  of  the  growth  in  this  period  of  the  other  manufacturing 
mdustnes  of  Detroit,  must  be  looked  upon  as  one  of  the  explanations  for  the 

American  cities  have  shown  a  constant  and  increasing  rate  of  traffic 
growth  up  to  mm  to  mm  popnhtion,  but  from  this  ^t  on  the  «te 
of  increase  in  proportion  to  the  popohition  has  been  marlcedly  less  Detroit 
m  point  of  size  has  arrived  at  this  apparently  critical  stage,  so  th^t  cantion 
must  be  exercised  in  basing  future  predictions  on  the  figures  just  mentioned. 

STREET  RAILWAY  SYSTEM 

The  street  car  transportation  in  Detroit,  commencing  with  an  8  mile 
horse  car  line  in  1863,  has  developed  through  the  usual  stages,  excepting  the 
cable  car  period,  of  other  American  cities,  until  at  the  present  time  there 
exists  an  electric  street  railway  system  of  206.88  miles  of  main  line  single 
track,  with  double  truck  pay-as-you-enter  cars  on  the  principal  lines. 

AM  of  the  street  railway  lines  of  Detroit  and  a  system  of  8  tributary  inter- 
mihm  lines  are  owned  and  operated  by  the  Detroit  United  Railway.  This  sys- 
tem is  a  consolidation  of  a  nomber  of  separate  companies,  which  were  unified 
under  this  single  management  in  1900. 

The  principal  car  routes  follow  the  main  radiating  thoroughfares,  14  Hf 
the  20  city  lines  passing  directly  through  the  hub  or  central  district  surround- 
ing the  City  Hall.  Such  a  system  results  today,  on  account  of  the  tremen- 
liously  rapid  growth  and  the  conditions  previously  noted,  in  a  congestion  of 
traffic  at  the  center  of  the  dty  during  the  morning  and  evening  rush  hours 
^ttt  is  so  severe  as  to  cause  interrupted,  slow  and  otherwise  unsatisfactory 
icrvice  during  these  periods  of  greatest  demand  for  nq>id  tfaaiit 

As  a  rule  the  blocking  of  cars  commences  on  the  east  bound  track  ol 
Michigan  Avenue  near  Griswold  or  Woodward.  This  is  usually  followed 
by  a  south  bound  block  on  Woodward  Avenue,  which  often  extends  to  the 
river  and  north  again  to  Congress  or  even  State  Street.  Griswold  Street, 
^  ^        °'  Michigan,  is  also  affected,  as  well  as  many 

othir  streets  at  more  distant  points.  The  cause  of  these  blockades  is  primarily 
the  nrait|[»licttj  of  street  car  crosnngs  in  a  very  limited  district  The  two 
norlk  mA  aotttti  pMnllel  sad  adjacent  sti«ct»— Woodward  and  Gtiswidd^ 

10 


carrying  the  heaviest  street  car  traffic  of  the  city  are  both  crossed  at  5 
successive  street  comers  by  the  main  east  and  west  car  lines.  Besides  these 
direct  crossings,  other  cars  turn  in  and  out  at  these  street  intersections 
counter  to  the  general  direction  of  the  main  traffic.  When  to  this  car 
operation  is  added  the  heavy  vehicle  and  pedestrian  movements  of  the  rush 
hours  the  impossibility  of  avoiding  the  serious  and  annoymg  dela3rs  with  the 
present  S3rstem  of  operation  is  quite  evident. 

While  the  unusual  rates  of  growth  in  population,  manufacturing  and 
traffic  previously  mentioned  were  building  up  the  passenger  travel  to  its 
present  proportions,  a  marked  failure  is  noticeable  in  Detroit's  street  railway 
system  to  keep  pace  with  corresponding  extensions  and  increases  of  its  track- 
age. During  the  period  from  1904  to  1913  the  Detroit  street  railway  system 
increased  its  mileage  from  180.19  miles  to  only  206.88  miles  of  main  single 
track,  an  addition  of  14.8%.  In  this  same  poiod  (1904  to  1914)  the  total 
revenue  passengo-s  carried  grew  from  78^49.220  to  a  total  of  219,606,056, 
an  increase  of  180%.  This  latter  figure  gives  a  density  of  traffic  per  mile 
of  main  single  track  of  1,062,000  revenue  passengers,  which  is  about  40% 
heavier  than  Cleveland  in  1913  and  44%  heavier  than  the  density  on  the 
surface  and  elevated  lines  of  Chicago  in  1914.  This  figure  is  al.so  much  above 
the  average  of  other  typical  American  cities  of  similar  general  character, 
as  shown  by  diagram  on  following  page. 

One  result  of  the  industrial  growth  previously  noted  is  that  a  traffic 
C<Hidition  somewhat  peculiar  and  unusual  has  arisen  in  Detroit  during  the 
past  12  or  14  years,  due  to  the  location  of  new  factories  along  the  steam 
railroad  belts  around  the  city.  These  factories  now  form  a  girdle  surround- 
ing practically  70%  of  the  population  of  Detroit. 

With  the  radial  system  of  street  railways  and  the  wide  distribution  of 
factcHy  workers  there  is  tiierefore  an  additional  reason  for  die  heavy  passenger 
movement  in  the  morning  from  various  residential  parts  of  the  city  toward 
the  common  cent^,  and  outward  again  to  the  girdle  of  factories,  with  a 
reverse^movement  over  the  same  routes  again  through  the  center  of  the  city 
in  the  evening.  This  traffic  to  a  certain  extent  combines  with,  and  in  the 
evening  rush  hour  is  largely  coincident  with,  the  general  business  and  office 
traffic  movements  of  the  city.  These  latter  movements  are  largely  toward 
the  heart  of  the  city  from  the  residential  districts  in  the  morning  and  out- 
ward when  returning  in  the  evening. 

Under  all  of  these  ocmditions  the  present  street  car  deh]^  cot^festion 
and  crowding  are  obviously  inevitable  at  the  traffic  center  under  the  present 
method  of  operation  as  soon  as  the  number  of  cars  necessary  to  handle  the 
rush  hour  business  exceed  the  number  that  can  be  loaded  and  unloaded  and 
passed  without  delay  through  the  crossings  at  the  center  of  the  city. 

In  order  to  analyze  the  traffic  itself  and  decide  upon  some  effective  and 
adequate  means  of  relief,  it  has  been  necessary  to  ascertain  accurately  the 
present  traffic  eondttion  and  passenger  movonents,  particularly  during  the 
mA  hours.  A  determination  of  these  conditions  has  been  made  by  us  during 
the  past  6  months  by  placing  observers  on  the  cars  on  each  line  of  the  city, 
who  recorded  the  number  of  passengers  loading  and  unloading  at  each  street 
corner,  the  running  time  of  cars  between  certain  points,  the  ntunber  of  pas- 

U 


sengers  on  the  cars,  together  with  special  notes  of  transferring  and  other 
conditions.    These  observations  were  carried  on  from  5  JO  A.M.  until 

midnight. 

The  detailed  results  of  these  counts  have  been  placed  in  chart  form  for 
each  individual  line  and  are  inserted  in  Part  II  under  "Proposed  rercniting." 
pages  64-80.  The  complete  figures  for  every  line  in  the  city,  giving  the  load- 
ing and  unloading  by  streets,  are  shown  in  tabular  form  in  Appendix  C, 
Part  IV.  The  resmlts  of  tibese  counts  show  the  predommating  diaracteristic  to 
be  the  heavy  loading  and  unloading  in  a  district  within  one  or  two  blodcs  east  or 
west  of  Woodward  Avenue  and  between  the  river  and  Grand  Circus. 

All  cities  have  a  center,  more  or  less  defined,  to  and  from  which  the 
heaviest  daily  traffic  f^ows  and  ebbs.  As  they  increase  in  size,  other  and 
secondary  centers  of  traffic  movement  arc  established,  and  in  some  cases 
these  grow  in  volume  and  density  of  travel  to  considerable  importance.  In 
Detroit  the  primary  traffic  center  located  in  the  district  surrounding  the  City 
Hall  has  the  omimon  characteristics,  accentuated  in  an  unusual  d^jee  by 
the  convergence  of  practically  all  the  main  thoroughfares  to  this  pcrint  The 
permanency  and  continuance  of  this  district  and  the  certainty  of  unavoidable 
increase  of  density  of  traffic  movement  is  indicated  by  the  modern  character 
of  the  principal  buildings  and  their  occupation  by  practically  all  classes  of 
the  city's  business  activities.  The  extension  of  the  retail  district,  north  on 
Woodward  Avenue  and  east  and  west  on  adjacent  streets,  together  with 
the  hew  group  of  office  buildings  and  large  hotels  around  the  Grand  Circus, 
must  be  regarded  more  in  the  nature  of  a  growth  of  the  city's  present  busi- 
ness section  than  the  establishment  of  new  centers. 

All  indications  point  to  Detroit  having  to  continue  to  face  the  problem, 
as  the  city  grows,  of  constantly  increasing  density  of  pedestrian,  vehicle  and 
transportation  activities  at  and  near  the  present  city  center.  The  public 
demand  has  been  and  will  continue  to  be  for  the  operation  of  main  arteries 

s^^^tem  of  diverting  routes  can 

materially  affect  this  general  movement 

I«LIEF  BY  IMPROVEMENTS  IN  PRESENT  SYSTEM 

On  account  of  the  serious  nature  of  the  present  delays  and  blockades, 
and  the  fact  that  relief  by  subway  construction  would  entail  several  years' 
delay,  we  have  devoted  our  attention  first  to  methods  of  improving  the 
PKsent  street  railway  system.  This  we  propose  to  do  by  introducing  new 
loadmg  arrangements  and  by  a  complete  rerouting  of  the  lines  over  a  system 
of  loops  m  the  downtown  district 

There  are  lines  at  present  routed  in  a  manner  unnecessarily  obstractive 

to  the  general  car  movements  in  proportion  to  their  own  importance.  There 
are  also  possible  improvements  in  loading  conditions  and  operating  regula- 
tions which,  taken  together,  will  give  decided  relief  from  the  present  mdi 
hour  conditions. 

Wepreface  details  of  these  recommendations  with  a  general  statement 
concemhig  the  development  of  modem  street  railway  operating  conditions. 

13 


Iii^  earlier  days  of  horse  car  service  it  was  not  unusual  for  passengers 
to  oqMCt  the  cats  to  atop  midway,  or  even  at  irregular  intervals  along  the 
Mock  to  suit  the  convenience  of  each  individual  householder  or  storekeeper. 
As  the  distances  became  greater  and  the  demand  for  more  rapid  service  grew, 
the  rule  of  stopping  only  at  corners  became  necessary.  As  a  further  devel- 
opment, station  stops  came  into  use,  and  in  a  similar  manner  the  use  of 
transfer  points  and  the  abolition  of  through  service  has  been  proven  neces- 
sary in  many  cities  in  this  country  and  Europe.  It  is  now  recognized  that 
rapid  transit  conditions  affect  such  a  large  proportion  of  the  traveling  public 
that  the  inconvenience  of  a  few.  in  walking  thott  distances  or  changing  cars 
in  order  to  complete  their  trip,  is  not  only  warranted,  but  necessitated  by  the 
growing  density  of  traffic  on  the  highways  of  our  larger  cities. 

Some  years  ago  it  was  possible  for  practically  all  the  car  lines  of  Detroit 
to  pass  the  City  Hall  or  vicinity  without  seriously  interfering  with  one  an- 
«y|faer.  Today  Detroit  has  grown  to  such  a  size,  and  the  number  of  people 
habitually  passing  to  and  from  the  business  districts  has  reached  such  pro- 
portkms,  as  to  necessitate  a  correspondingly  progressive  chahge  in  tiie  trans- 
portatifMi  system. 

Many  complications  now  esdst  in  routing,  transferring,  etc.,  arising  from 
different  rates  oT  fare  and  a  perpetuation  of  other  franchise  limitations  of  the 
constituent  companies  of  the  Detroit  United  Railway.  There  is  also  a  com- 
plicated question  of  expiring  franchises  affecting  practically  all  lines  in  the 
city.  Any  plan  for  relief  by  improvement  of  the  present  system  must  involve 
these  matters  as  well  as  the  physical  construction  of  new  tracks  and  possibly 
the  ahandoaing  of  others.  The  occnpatioii  of  new  atreels  by  tracks,  the 
taking  of  some  public  property  for  transportation  purpoae%  and  the  vested 
rights  of  the  street  railway  company  will  also  be  involved. 

In  making  the  following  recommendations,  we  have  assumed  that  all  of 
these  questions  can  be  satisfactorily  dealt  with  by  you,  and,  where  necessary, 
legal  authority  will  be  obtained  for  placing  them  in  effect,  provided  the  solu- 
tkm  offered  meets  with  your  af^Mrovat 

nopoiXD  BStcnmiio  of  susfacb  mm  in  congested 

DISTRICT 

As  previously  pointed  out,  the  primary  cause  of  the  congestion  and  street 
car  bbckades  is  the  complicated  set  of  crossings  at  grade  combined  with  the 
rush  how  kMiUiig,  vehicie  and  pedestrian  cooditkMw. 

l«twcaB  501  and  6:00  P.M..  the  maxlawB  1913  wcdiday  achednk 
showed  205  cars  south  hound  and  189  cars  north  booad  oa  Woodwaid 
Avenue  over  the  crossing  at  Michigan  Avenue,  and  the  same  number  one 
block  south  over  the  Fort  Street  crossing.  At  the  same  time,  on  Griswold— 
a  parallel  street  only  one  block  west— there  were  scheduled  89  south  bound 
and  126  north  bound  cars  over  the  Michigan  Avenue  crossing,  and  95  south 
bound  aad  132  north  hound  over  the  Fort  Street  crossing. 

Both  these  heavy  north  and  aon^  car  movements  were  crossed  directly 
on  If  kUgan  Avenue  t»y  more  than  100  cars  per  hoar  in  each  diiectkm,  and 
m  Fort  Stfcel  hy  52  west  boond  and  56  cast  hound  cars. 

14 


When  in  connection  with  the  above  it  is  noted  that  these  crossings  con- 
stitute the  4  corners  of  the  City  Hall  block  and  that  crossings  of  only  slightly 
less  car  frequency  occur  on  Woodward  Avenue  and  Griswold  Street,  on 
both  the  adjacent  streets  north,  and  on  two  of  the  three  adjacent  streets 
south,  the  seriousness  of  the  proUem  is  obvious. 

Observations  <^  the  time  lost  on  the  princ^>al  tines  by  reason  of  crosong 
interferences  during  the  rush  hours  showed  that  on  Woodward  Avenue  the 
north  bound  cars  during  the  rush  hour  from  Fort  to  State  Street  consumed 
2  minutes  59  seconds  on  an  average,  of  which  59  seconds,  or  practically  one- 
third,  was  unnecessary  crossing  delay.  The  east  bound  Michigan  and  Baker 
cars  between  Wayne  and  Farmer  experienced  crossing  delays  of  3  minutes 
54  seconds  out  of  an  average  running  time  of  7  minutes  42  seconds,  the 
west  bound  cars  of  the  same  Ime  being  delayed  1  minute  56  seconds  in  a 
running  time  of  5  minutes  8  seconds.  This  k>st  time  does  not  express  or 
indicate  the  period  of  blockade  of  cars,  which  is  cumulative  as  soon  as  they 
begin  to  line  up  one  behind  another,  but  is  the  actual  time  ket  by  one  car 
between  the  points  mentioned. 

More  than  50%  of  the  Fort  Street  cars,  as  at  present  operated,  cross 
Woodward  Avenue  only  for  the  purpose  of  looping  around  Cadillac  Square. 
Thus  in  order  to  simply  turn  the  cars  the  Woodward  Avenue  traffic  is  crossed 
twice,  and  the  Fort  Street  traffic,  by  reason  of  taking  the  loop  right-handed, 
crosses  itself  on  the  east  side  of  Woodward  Avenae.  A  great  majority  of 
the  passengers  load  on  these  cars  at  the  Woodward  Avenae  end  of  the  loop 
and  a  considerable  proportkm  of  them  walk  east  to  intercept  the  emp^  cars 
on  this  loop. 

Further  complicating  the  city  street  car  crossings  is  a  S]rstem  of  heavy 
interurban  cars  turning  in  and  out  over  these  same  intersections. 

The  necessity  of  carrying  the  north  and  south  lines  through  to  the 
waterfront  is  clearly  indicated  by  the  preponderance  of  the  car  movements 
on  these  lines,  as  shown  by  the  schedules  just  referred  to,  and  by  the  greater 
vohnne  of  passenger  traffic  determined  from  our  series  of  counts.  We  pro- 
vide^ theiefore,  as  shown  on  MAP  5,  for  the  looping  of  the  east  and  west 
lines  on  either  side  of  Woodward  Avenue  and  the  ocmtintting  <^  the  main 
north  and  south  lines  through  to  Jefferson  Avenue  or  the  river.  On  page  39 
will  be  found  a  diagram  illustrating  the  legitimate  through  traffic  on  the 
Baker,  Michigan  and  Sherman  lines,  showing  that  only  39  out  of  the  112 
cars  per  hour  on  these  lines  at  present  routed  across  Woodward  Avenue 
daring  the  evening  rush  are  really  required.  (Details  of  these  conditions 
are  given  on  pages  58-60l) 

Complete  detail  descriptkms  of  this  rerouting  will  be  found  in  Part  II, 
pages  5M2.  A  direct  comparison  between  the  present  and  proposed  routings 
of  street  car  tines  by  rooles  m  tiie  oM^iested  district  is  shown  on  MAP  5. 

The  rerouted  plan  provides  for  continuing  the  present  through  service 
for  the  principal  east  and  west  lines,  to  be  run  via  State,  Congress  or  Larned, 
but  restricted  closely  to  the  needs  of  the  through  traffic ;  the  balance  of  the 
car  service  on  these  lines  to  be  looped  around  the  City  Hall  on  one  side  of 
Woodward  Avenue  and  through  Cadillac  Square  on  the  other.   The  division 

15 


-NJI^*.*™-.  and  Ubk.  „  tk.  report,  is  based  upon  extended  p««„ger 

»  '  ' 

In  order  to  indicate  the  dcfftee  of  relief  that  will      «k*o-   a  t 
rerouted  system  by  the  ^Umi^^^^J^  ^^"^^^^^^ 
form  distribution  of  the  c,  over  th.  ^^!la^.^!^^^;X^ii^9 
h«^„  prepared    This  shows  by  companion  diagrarVh^ZSmmWU 
*"  ""•"-e''       downtown  district  byrte«««* 

!Z  o"  »  given  street  for  each  block,  the 

direction  and  the  numb^  of 
«"  per  ham  bttmtn  5*0  ud  6«0  PJI.  Th«,  two  diagrams  reorl^ 
exactly  the  ««,e  car  semce  to  «h1  f™„  ,1..  «««  of  tl^T,  Z  „X 
difference  being  that  the  rerouted  plan  distributes  the  l»«o«  di«2«  1^ 

^  w  >egitimatdyT:,",STf,rS 
«ong«rted  d«tr.ct  for  the  accommodation  of  through  Traffic.  Part  of  «^ 
«fart~  m  ^cro.«^s  .s  obtained  by  three  loops  turning  back  at  Grand 
OmjMurf  CWahe  Svare  .  proportia.  of  the  cars  of  the  Woodward  and 
a-Oto-  AwmH,  Im^  arryinj  thn«^  lo  the  river  and  to  Third  and 
Jefferson  Streets  oriy  OB.  „  «  «*rtly  »«ttsary  for  the  Iccom- 
modahon  of  traffic  in  these  district,.  Furtl»r  «lirf  »  .Lfaed  tr  ^ 
^lynght-anglc  crossings  and  eKminrtiBg  the  tummg  i.  ,nd  o«'of 
on  to  heavily  loaded  routes. 

««.'^*T/k*"'  '^"^  ^'^^  intenirhMi  Unes.  which  m 

Z^ir!L^^u^~"*^*'  congestion.    MAP  10 

SHOWS  m  praent  and  proposed  interarban  routing  in  black  lines  suoer- 
nnposcd  on  the  traffic  denrity  diagram,  printed  in  a  light  tint  The  pr^ 
posed  mterurban  transfer,  in  the  east  end  of  Quiillac  Square  adjacei^  to. 
the  looped  city  hnes,  ,s  much  more  convenient  than  the  present  one  and  ia 
reached  by  all  hnes  without  crossing  or  conflicting  with  the  heavy  dty  street 
car,  vehicle  or  pedestrian  traffic.  '  ^ 

^     The  space  occupied  by  these  interurban  tracks  and  the  city  loop  tracks 

Port  Street  loop  tradn*  wlucii  htter  are  to  be  taken  out. 

Tie  mvtiwf  plui  aims  to  reduce  to  a  minimum  the  delays  from  the 
crossmg  and  o^  fotms  of  Interference  wirile  anintaanbg  as  closely  as 
possible  the  present  general  fmKtiotts  of  each  Hm.  On  tiM  Jcffenon  line 
w!cH^Ta1S?inr75%'^  l»y  S0%;  on  the  Michigan  fine.  56%.  and  on  tf.^ 

The  companion  diagrams  of  MAPS  5  and  9  show  clearly  the  fledbiiitr 
^thc  rerouted  system.    MAP  5  shows  the  rerouted  lines  in  the  congested 

^*  represented  by  a  different  color  or  symbol 

«ajt  wkm  pu^  aioand  a  common  loop  at  the  City  Hall  or  through 
CwKOm  Svmm.  He  lemted  plan  provides  a  wider  distribution  of  tL 
^  intersecting  lines  approaclitng  and  leaving  the  heart  of 
tii€  oty,  tending  tKi  dittrihnte  and  eqm^  the  tranaicrfiiig  opetatioai  and 

m 


to  separate  tliem  from  ^  direct  loading  and  unloading  at  and  along  Wood> 
ward  Avenue  and  Griswold  Street. 

A  detailed  description  of  each  of  the  rerouted  lines,  with  companion 
diagrams  for  the  downtown  district  showing  the  present  routing  and  pro- 
posed rerouting,  will  be  found  in  Part  H,  pages  81-115. 

The  proposed  rerouting  will  be  a  permanent  improvement  in  the  system 
of  operation,  by  reason  of  the  lines  using  independent  loops  in  the  downtown 
district  The  elimination  of  a  large  portion  of  the  conflicting  crossings  will 
make  a  fundamental  advance  in  overcoming,  not  only  the  present,  but 
future  increased  street  oongestkm.  Freed  from  tiie  conflicting  crossings,  the 
blockades  and  delays  on  any  of  the  independent  radiating  lines  will  not  affect 
the  other  lines,  as  is  the  case  today.  The  rerouting  permanency  relieves 
the  worst  of  the  present  bad  street  car  interferences  in  the  entire  congested 
district.  The  equivalent  relief  would  not  be  obtained  by  either  a  single  north 
and  south  or  east  and  west  subway.  The  importance,  therefore,  of  the 
rerouting  plan,  whether  a  subway  is  subsequently  built  or  not,  is  very  obvious. 

An  inq>ection  of  the  rerouted  track  system  in  connection  with  a  Wood- 
ward Avenue  snhway  station  at  Ae  Qfy  Hatt  (see  diagram  on  page  118) 
shows  the  convenient  rektive  kicatkm  of  the  snrfsce  and  subway  cars  for 
transfer  of  passengers. 

An  estimate  of  the  necessary  trade  changes,  r^vui^,  curlnng,  sidewalk 
and  other  items  involved  in  this  complete  rerouting  ^Stt  for  the  congested 
district  as  shown  on  MAP  7  amounts  to  $400,000. 

Where  street  car  congestion  becomes  as  acute  as  in  Detroit  it  is  neces- 
sary to  minimize  every  element  of  delay.  The  capacity  of  any  line  where 
de  principal  traffic  is  in  one  direction  is  limited  by  the  number  of  cars 
whidi  can  be  operated.  Increasing  the  number  of  cars  to  reduce  crowding 
only  tends  to  make  ccmditikms  worse,  unless  running  time,  stops  and  crossing^ 
dehys  can  be  reduced.  The  scheduled  speed,  however,  can  be  increased  by 
the  use  of  two-car  units  and  by  reducing  the  number  of  stops.  Experience 
has  shown  that  a  two-car  unit,  consisting  of  either  two  motor  cars  or  a 
motor  and  a  trailer  coupled  together,  can  be  operated  over  a  crossing  witb 
very  much  less  interference  than  two  cars  independently  controlled. 

The  experience  in  other  cities  where  double  unit  and  skip-stop  operation 
hat  been  adopted  has  demonstrated  the  value  of  this  system,  it  being  found 
potsible  to  maintain  tiie  same  or  a  better  schedule  tfane  with  from  30%  t» 
50%  more  passenger  capacity.  It  Is  this  possible  added  capacity  whitA  witt 
make  the  use  of  two  car  units  vahnble  on  Detnitfs  overcrowded  street 
car 

UfMEDIATB  RELIEF  WITHOUT  TRACK  CHAHOm  AMD 
INVOLVING  LITTLE  COST 

As  the  fdief  by  rerootmg  and  two-car  units  just  described  involves  the 
expenditure  of  a  considerable  amount  of  mcmey  and  negotiations  coverii^^ 
franchise  extensions,  legal  questions  and  matters  of  public  policy,  the  follow'^ 
ing  additional  improvements  are  grouped  separately  in  order  to  point  ont  that 

17 


amemre^off  iMcdiftte  relief  may  be  obttimd  withont  ehMo^ng  the  existing 
tracks  or  mirolving  other  compUcated  qneatioiit. 

A  number  of  the  existing  street  car  lines  can  be  slightly  diverted  from 
Wieir  present  route  so  as  to  avoid  partkalarly  bMl  CTOMoig  movemeats  with- 
out  inconveniencing  the  public. 

Tht  Bmall  Street  line  north  bound  can  be  run  via  Bates  and  Farmer  to 
Monrotb  airoidiiig  tiic  bad  MfcWgan-Woodward  Avenue  crossing. 

Tbe  Raiiid  Railway  tntemrbans  can  be  routed  down  Woodward  and 

lo<y^  the  same  as  the  P«iac  and  Flint  a»%  retnrn^ 
and  Fanner  to  Monroe. 

By  running  Hamilton  Avenue  "trippers"  south  boond  via  Shelby  StrMt 

^^ZZ!"*'"  ****  Woodward  Avenoe  would  be  material^ 

relieved. 

The  Detroit.  Jadcaon  &  Chicago  intenirban  cars  and  the  Orchard  Lake 
hne  can  be  routed  via  Sheifaj  to  Jeffciaon  east  bound,  reheving  the  Michigan- 
Gtiswoid  Cfoamng'. 

Further  rdicf  must  be  effected  by  regulation  of  the  ocistmg  ctostiagB. 
The  car  movements  can  be  accelerated  at  the  crossings  by  intnring  prompter 
stori^  upon  the  giving  of  the  traffic  signal,  through  the  use  of  street  col- 
lectors. By  receivmg  fares  and  loading  passengers  at  the  front  doors  of  the 
cars  and  by  cutting  off  the  loading  when  necessary,  and  dispatching  the  cars, 
m  great  improvmnt  can  be  made.  This  recommendation  was  offered  by 
m  m  December,  and  tfat  rtsolts  obtained  m  Woodward  Avenue  have  been 
<ati«mely  satisia^  A  f«rth»  enteniion  of  this  use  ol  coBectofi  at  tome 
others  points  during  the  rush  hour  will  be  equally  beneficiaL  Moving  the 
east  and  west  cars  over  the  Woodward  Avenue  crossings  as  promptly  as 
the  collectors  have  shown  possible  with  the  north  bound  Woodward  cars  at 
Fort,  Michigan  and  Stote  Streets,  will  materiaUy  increase  the  general  caDudtv 
of  Urn  i^atcm.  *^  ' 

The  kMding  delay  can  alto  bt  reduced  by  removing  the  division  rail  on 
the  fear  platform  of  the  pay^yon-cnter  cars  at  heavy  loading  points,  thus 
aOowinf  passengers  to  board  the  car  at  both  rear  doors. 

The  unusually  heavy  vehicle  traffic,  which  like  the  street  car  routes  ii 
cither  destined  for  or  passes  through  the  heart  of  the  city,  is  a  very  consid- 
arnble  factor  in  the  problem  presented  by  the  present  congestion.  In  general 
reKef  will  be  obtained  by  diverting  the  automobile  traffic  from  the  thorough- 
fares traversed  by  tiie  heavier  street  car  lines,  particularly  Woodward  Avenue. 
By  traffic  repOatioiis  and  hnprovements  in  paving  and  lighting  a  large  pro^ 
portion  of  these  vehicles  can  readily  be  diverted  to  other  streets,  sach  as 
Cass  Avenue  and  John  R  Sti-eet.  In  addition,  we  have  Indicated  on  MAP 
No.  6  a  possible  improvement  in  the  downtown  routing  of  vehicles  to  bar- 
monize  with  the  rerouted  car  lines.  This  subject  is  fn%  tiested  in  II 
pages  125-126.  ' 


18 


DEGREE  OF  RELIEF  BY  REROUTING.  TWO-CAR  UNITS. 

SKIP  STOPS,  ETC 


The  removal  of  crossing  interferences,  the  use  of  two-car  units,  together 
with  skip-stops  and  vehicle  regulation  and  diversion  should  increase  the  street 
car  capacity  on  Woodward  Avenue,  in  all  probability,  in  the  neighborhood  of 
50%  over  what  is  at  present  possible.  Together  with  this  inoreased  capacity 
would  go  a  certain  amount  of  improvement  in  running  time  and  general  rtga- 
larity  in  operaticm. 

On  the  Michigan,  Gratiot  and  Fort  Street  lines  the  introduction  of  these 
same  improvements  would  probably  give  an  equal  added  capacity.  On  the 
Grand  River-JeflFerson  line  probably  not  over  30%  could  be  secured. 

With  the  development  of  this  50%  of  additional  traffic  must  come  in- 
creased pedestrian  and  vehicle  densities  in  the  congested  district.  In  general, 
it  is  prc^bly  safe  to  estimate  upon  40%  increase  in  travd  before  the  total 
traffic  interferences  will  again  produce  considerable  car  delays  in  the  central 
district. 

For  how  long  a  period  this  relief  by  the  rerouting  and  attendant  improve- 
ments will  last  is,  of  course,  entirely  dependent  upon  the  future  growth  of 
Detroit.  That  eventually  the  growth  of  the  city  and  the  further  building 
up  and  enlargement  of  the  business  district  will  produce  a  density  of  pedes- 
trians and  vehicle  traffic,  together  witii  a  volume  of  street  car  passengers 
that  cannot  satisfoctcmly  be  handled  by  a  sur&we  qrstem,  we  belkve  is 
inevitable. 

SUBWAY 

The  rerouting  and  the  other  improvements  suggested  for  the  present 
street  car  system  will  afford  a  decided  measure  of  permanent  relief  and  give 
a  much  needed  increased  capacity.  However  successful  these  improvements 
may  be  at  the  start,  the  continued  growth  in  population  of  Detroit  must  at 
no  very  distant  day  call  for  further  progressive  improvements  and  increases 
in  transportation  capacity  if  the  resulting  continued  traffic  growth  of  the  ci^ 
is  to  be  met  satisfactorily. 

The  rate  of  growth  of  Detroit  during  the  past  few  years  if  maintained 
will  bring  the  population  of  the  city  and  suburbs  up  to  the  1,000,000  mark 
by  the  next  Federal  census  of  1920  or  shortly  thereafter.  Since  the  rides 
per  capita  in  a  city  increase  widi  the  growth  in  peculation,  the  street  car 
traffic  for  the  whole  dty  and  suburbs  vrhen  the  Ij000;j000  population  mark 
is  readied  will  probatdty  iqtproximate  SCOjXIOflOO  total  rides  per  anuum. 

How  is  this  increase  to  be  handled?  The  answer  most  easily  made  is, 
"By  a  subway,"  but  before  accepting  this  answer  two  other  questions  must 
be  asked:  Will  a  long  subway  be  warranted  or  advisable  for  Detroit  when 
its  population  reaches  1,000,000  people,  and  if  a  long  subway  will  not,  what 
sort  of  a  subway,  if  any,  will  be  warranted? 

Mere  sise  of  a  dty  does  not  in  itsdf  necessarily  justify  the  high  es^ense 
of  subway  construction.  In  London*  wliere  subways  were  begun  fifty  years 
ago,  tii^  are  onfy  juM  now  making  a  return  upon  the  a^tal  invested.  In 
OuGsgoi,  with  a  population  of  about  2,500y000,  subways  have  not  been  at- 

If 


A,  B  and  C  pepMlation  inerMM*.  mnammtm  A,  B  and  C  Mtimatod  on  baaia  of  iirrMptwilajt 


tempted,  the  rapid  traiisit  system  adopted  being  elevated  lines,  capitalized  at 
about  $500,000  per  mile  of  single  track,  or  less  than  (jne-half  the  estimated  cost 
of  a  subway  in  Detroit.  The  financial  success  of  the  New  York  subway  is  not 
due  entirely  to  the  size  of  the  city,  but  to  its  geographical  conditions  and  the 
distribution  of  the  residential,  commercial  and  amusement  centers.  An  im- 
portant factor  is  also  the  extensive  suburban  residence  districts  entirely  out- 
side of  New  York  city,  from  which  a  large  daily  commutation  traffic  is 
delivered  to  the  subway  for  local  distribution.  These  elements,  particularly 
the  large  suburban  population,  are  (.■>>cntially  absent  in  the  Detroit  situation. 

Of  the  various  street  car  lines  in  Detroit,  Woodward  Avenue  stands  out 
preeminently,  not  only  as  the  line  of  heaviest  travel,  but  the  one  that  has 
attracted  to  itself  the  greatest  ratio  of  increase.  In  1904  the  total  number  of 
passengers  carried  on  the  Woodward  Avenue  line  was  12,990,027  and  was 
exceeded  by  three  lines  in  the  city — Michigan,  Jefferson  and  Fort — whereas 
in  1914  the  Woodward  Avenue  line  carried  47,467,294  total  passengers,  or 
more  than  any  other  route.  Its  density  of  traffic  or  average  number  of 
passengers  per  mile  of  single  track  had  grown  to  over  3.000.(X)0  total,  or 
nearly  twice  that  on  the  Michigan  Avenue  line,  its  nearest  competitor. 
Therefore,  if  any  street  in  Detroit  is  to  be  selected  as  the  location  for  a  subway 
Woodward  Avenue  is  without  question  the  one. 

In  the  following  discussion,  two  classes  of  subway  are  referred  to ;  namely, 
a  long  subway,  by  which  is  meant  one  that  will  have  an  independent  train 
service  of  its  own,  or  a  short  subway,  by  which  is  meant  a  section  of  subway 
providing  for  underground  street  car  operation  in  the  congested  district. 

If  a  subway  with  a  special  train  service  is  to  be  built  on  Woodward 
Avenue  it  shonld  extend  from  near  the  river  front  far  enough  north  to  develop 
a  reasonably  long-haul  travel  and  reach  a  territory  of  sufficient  extent  to 
build  up  a  traffic  of  its  own.  On  MAP  11  is  shown  such  a  subway,  the  main 
portion  double-tracked  from  the  City  Hall  to  Manchester  or  \'ictor  Avenue, 
and  with  a  single  track  kx)p  on  Fort,  Shelby,  Jefferson  and  lower  Woodward 
Avenue.  Such  a  subway  is  described  in  detail  in  Part  II,  pages  116-124  and 
iflustrated  by  drawings,  maps  and  plans  in  Part  IV,  numbers  12  to  21  inclusive. 

This  long  subway,  with  stations  about  one-third  of  a  mile  apart  from 
Grand  Circus  north  and  closer  together  on  the  lower  and  loop  section,  to- 
gether with  a  special  car  equipment  particularly  designed  for  this  class  of 
service  and  including  interest  during  construction,  land  damages,  engineering, 
etc.,  will  cost  about  $16.3()0.(X)0.    (For  details  see  Part  II.  page  124. j 

The  length  of  this  subway  from  jefierson  to  \'ictor  is  about  6  miles, 
with  a  total  of  single  track,  including  the  loop,  of  12..34  miles. 

The  traffic  on  Woodward  Avenue  for  the  year  1914  was  35,573,351 
revenue  passengers  or  47,457,294  total  passengers,  including  transfers.  In 
order  to  determine  the  length  of  ride  of  these  passengers  on  this  line  as  a 
guide  to  the  prc^rtion  that  would  probably  use  a  subway,  an  extended 
investigation  was  made  during  the  month  of  November.  1914.  From  the  data 
obtained,  the  following  percentages  of  the  total  riders  traveling  various  dis- 
tances from  1  mile  to  6}^  miles  was  determined: 


21 


Wth  of  Haul  North  Bound  on  Wooditinl  Awmm  Urn,  1914 


M 

U 


U%  of  total  number  of  piissengeni  ride  over  6/a  miles 

7.3% 
13.1% 
132% 
16.4% 
2S.1% 
17 J% 


M 


•*  6  to  6K 

"  5  to  6 

"  4  to  5 

"  3  to  4 

-  2  to  3 

*•  1  to  2  '* 

"  less  than  1  mile 

Average  haul....  2A  miles 


a^niUA^"^^'''''  tabulation  of  the  passenger  count  from  which  this  table  is 
compiled  is  given  in  Appendix  B,  Part  III. 

•nrf  ^1!/"^*'''"  ^""^  '^^"^  °^  ^  «y«te™  is  m  the  saving  of  time 

rL^".  r/'"''  '"''^  ^"^  subwa/ride  Se 

"-^'l^  consequent  popularity  of  the  system. 

^t^A^u  Y^'^y^  *>»>*a'°«^d  by  spacing  the  station  stops  at  long  inter- 
and  the  longer  the  intervals  the  greater  the  speed,  but  the  fewer  the 

distance  would  seem  to  be  about  one-thin!  of  a  mile.  With  stations  at  this 
mte^al  an  average  person  with  a  journey  of  less  than  two  mile,  to  i»ke  wB 

•^t  cars  to  tempt  h.m  to  walk  to  a  station  a  block  or  two  away.   For  I 

Srjrtr^  1«^^f«  and  ascending  stairs  and  waiting  for  a  train  wUl 
tfSm  the  saving  made  by  the  higher  subway  speed. 

In  New  York  the  average  length  of  ride  on  the  elevated  line  is  4.16 
miles  and  on  the  subway  5.57  miles.  From  the  above  count  it  is  seen  ^t 
mUir^'^*^^     "  °"      ^^^^  **°  Woodward  Avenue  is  2M 

A  cardul  analysis  of  the  proportion  of  riders  traveling  various  distances 

indicate,  on  a  basis  of  time  saving  that 
i»ore  than  23^000  of  the  47^57,294  Woodward  Avenue  1914  passengers 

T     P^"^'^"^*"         probably  have  averaged  a  hatd  <rf 

miles  When,  however,  the  population  of  Detroit  reaches  1.000.000  peoole 
the  Woodward  Avenue  line  will  be  carrying  a  greatly  increased  travel!^ 

rt^  jfi^^  ^'"^^  ^he  decision 

for  or  against  a  subway  iystem  is  made.  If  no  subway  system  on  VVood- 
wm4  Avenue  is  decided  upon  and  the  city  while  growing  to  the  1  000000 
mark  is  left  dependent  upon  street  car  t»nq>ortatioii,  the  tendency  will'  be 
to  a  relatively  equal  distribution  throughout  the  city  and  suburbs  of  the  three 
or  four  hundred  thousand  additional  people.  With  this  will  also  go  a  tendency 
IZrll'  P^P^^^^If"      the  present  city  area  in  apartment  and  otheV 

22 


On  this  basis,  at  the  1,000,000  population  period  the  Woodward  Avenue 
surface  cars,  if  no  subway  system  had  been  built,  would  probably  be  carrying 
about  75,000,000  total  passengers  per  annum. 

It  seems  safe  to  say  that  when  the  travel  on  the  Woodward  Avenue  line 
reaches  the  above  figure,  and  with  a  total  population  of  1,000,000  people,  the 
addition  of  a  high  speed  subway  system  to  Manchester  Avenue  would  soon 
build  up  a  condition  resulting  in  a  probable  subway  patronage  of  50,000,000 
total  passengers  per  annum. 

The  entile  subway  calculations  and  estimates  heie  made  aro  based  upon 
a  transfer  between  the  surface  cars  and  the  subway,  just  as  is  now  done 
between  various  street  car  lines.  The  surface  cars  on  Woodward  Avenue 
are  considered  as  a  local  service,  and  the  subway— directly  below  them— as 
an  express  service. 

As  a  general  check  on  the  previously  estimated  figures,  the  following 
table  gives  the  revenue  passengers  per  mile  of  single  track  for  various  city 
rapid  transit  systems: 


Comparative  Revenue  Pasaengen  Per  Annum  Per  MUe  of  ^ngte  Track  for 

Various  Oty         Tcanstt  Syatsems 


Line 

Number  of  rev- 
enue passengers 
per  annum 
per  mile  of 
siogle  track 

Average 
huO, 

New  York .  . 
NewYoik.. 
NeirYork.. 

Phfladelphia. 
Chicago .... 
Brooklyn .  . . 

Detroit  

4,468,500 
3,447,200 
3,049,800 

2,380,000 
1,145/)00 

2,300,000 
2,240,000 

3,060,000 

5  .57  (1911) 
4.16  (1909) 

1914 
1914 
1914 

1012 
1911 
1911 

1914 
1920 

1920 

Hudton  &  Manhattan  tubes  

Elevated  railways  

Market  Street  subway  

Elevated  

Woodward  Avenue  street  car  

Woodward  Avenue  subway  (est)  

Woodward  Avenue  subway  levcnue  uid 
transfer  (est)  

2.8  (1919) 

3.82 

The  high  estimated  traffic  per  mile  of  single  track  on  the  Woodward 

Avenue  subway  is  due  to  the  lack  of  real  street  car  competition  and  the 
taking  of  the  cream  of  the  city's  street  car  business  for  a  comparatively  short 
line,  into  which  practically  all  other  lines  will  feed.  About  44%  of  the  present 
passengera  carried  on  the  Woodward  Avenue  line  transfer  either  to  or  from 
other  street  car  lines.  There  is  also  to  be  considered  that  the  outlying  street 
car  feeder  Unes  with  thdr  transfer  privileges  are  practically  surface  exten- 
sions of  the  subway,  whidi  undnly  exaggerates  the  Detroit  figures,  compared 
with  systems  not  giving  such  transfer. 

On  the  basis  of  the  Woodward  Avenue  traffic  counts,  ^is  total  number 
of  passengers  will  be  divided  into  28,000,000  revenue  passengers  originating 
and  completing  their  ride  on  the  subway  without  transfer,  11,000,000  pas- 


sengers  onginating  on  street  car  1  nes  and  tniKfefrtnfr  w 
complete  their  iourn^v  anH  iinrv^nn^  TOWtenmig  to  the  subway  to 

1  "     .J°"™«y'  ana  11,000,000  origmttng  on  the  subwair  »nA 
pleting  d,e,r  tnps  by  transfer  to  some  street  car  line  ^  ^ 

tr^^  ****  ^'"^      **»«wn  above  at  $16.300000  and  .,„.....l  

^Swnings  and  Rate  of  Fare 

i«-i^°tom^^r°^""  """^"T-  «'">.«V00(MMO  total 

OOB^^rt!!?'^"^^""'*'^  P^^^'"g"^.  together  with  11,000,- 

toekir^..^  ..T^    ■    .      .  "  necessary 

«r1^TferTd?  ^  ri*  »d  6  cents  for  .  subway  and  str«t 

or  transfer  nde  combined.  In  order  to  eonqMaaUc  the  street  av  lines  for 

aJh  Jt^'  ^i^""'  *2.a»,000  figure,  leaving  practi- 

^^.S^       ,  "bo"  rrte  of        would  mean  that  a  passengfr  would 

.   ^  '  *  sobway  ride,  as  against  3J7  cents  u  tickets  ' 

tor  a  quarter)  on  Woodward  Avenue  snrbce  ciis.  A  subway  and  street  car 
com^Uon  tnp  wot^d  cos.  6  cents  to  a  passenger  »  ..Ji^^^ 
«*»«rs  under  the  present  7  for  a  quarter  (are  Sd^al  IZiS 
^"^^Theactual  average  receipt  for  total  passengers^cd  in  19M 

r^^J^.tZ''  «P«««i  by  the  company  at  2.56  cenU. 

W^iOww  submy  nies  of  bre  would  tend  to  discourage  the  use  of  this 
2«tem  so  as  to  pc«po«e  the  i«fiatfo„  tkt  50,OOO.Oo5  estimated  traffic 
much  b^ond  the  periwi,  of  ti-e  he,.  di«»,«t  This  «i„y  ,ral&t^  was 

"a^rnin°;a:er:rf:L'~  -  -v.~^ 

>^  t^  in  L:-r  p™  - 

^JTo^nS^  •  5  cent  fare  Lis 

In  order,  therefor^,  to  make  the  street  railway,  hi  DwwJt,  oombined  with 
a  long  subway  on  the  heaviest  traffic  street,  a  fi^UiaJbnrti^S^Sng  ly^ 
tem.  a  matenal  .ncrease  in  fare  over  the  whole  city  wiU  be  nZSZy 

AMowmg  sufficient  capital  expenditure  for  proper  additions  to  the  st>Mt 
~t»d^e^„.pme«.  «c..  and  the  above  expenditure  for  a  subway  of 
♦«>t«W«4  thcic  wooU  be  required  to  meet  the  actual  fixed  charees  anH 

of  .ich  .  without  profit,  a  uniform  „U  o 

of  shghtly  over  4  cents  per  rerenoepaasei^er  carried. 

In  order  to  provide  a  margin  for  unibfeseen  commgeaciet  and  a  sufficient 

mvestors.  a  uniform  fare  of  5  cents  per  rc«cnM  puaseager  wouM  pr^^ 


be  necessary.  This  fare  would  provide  for  the  complete  transfer  privileges 
anove  reierreo  to. 

QHiififini  of  Public  Policy 

In  addition  to  these  tnffie  and  revenue  questions  there  are  scnne  other 
considerations  of  an  economic  character  that  should  reodve  yotir  attention 
before  deciding  upon  the  question  of  a  subway  policy. 

The  recent  appraisal  shows  that  the  total  reproduction  cost,  including 
franchises,  of  Detroit's  railway  system,  with  206.88  miles  of  track,  is  aboat 
f26^O0Qy00OL  Ab  eflkient,  long  subway  will  cost,  as  shown,  about  $1^300;000» 
or  nearly  two-tlurds  the  v^ue  of  the  whole  of  Detroit's  railway  system  and 
would  give  only  12.34  miles  of  additional  track. 

If  this  subway  should  be  built  it  would  result  in  further  increasing  the 
already  noticeable  tendency  towards  concentration  of  population  and  business 
activity  along  and  adjacent  to  Woodward  Avenue  from  Grand  Circus  north. 
This  stimulus  to  the  growth  in  population  of  this  district  would  be  greater  as 
the  distance  increased  from  the  center  of  the  city.  There  would  be  a  still 
greater  ratio  of  growth  in  tiie  district  lying  outside  of  the  city  limits,  as  the 
effect  of  the  higher  speed  service  would  be  to  practically  bring  that  district 
in  point  of  time  one-third  nearer  the  center  of  the  city  than  it  is  at  present. 
Manchester  Avenue,  about  central  in  the  district  known  as  Highland  Park, 
would  in  this  sense,  in  point  of  time,  occupy  the  same  relative  distance  from 
the  City  Hall  as  Philadelphia  Boulevard,  and  unless  Highland  Park  was 
fakes  into  the  city  the  increased  values  subject  to  taxes  would  be  of  no 
benefit  to  the  city  of  Detrmt.  Furtbermore,  this  concentration  of  increased 
value  wouM  be  made  somewhat  at  the  ei^enae  of  the  other  districts  within 
^  city  limits. 

This  report  has  already  called  attention  to  the  unusually  even  distribu- 
tion of  population  throughout  the  city.  As  yet  Detroit  has  not  developed 
as  extensively  as  other  American  cities  the  use  of  the  apartment  house.  If 
Detroit  and  its  suburbs  are  to  have  added  to  their  population  340,000  people 
within  the  next  six  years  and  no  radical  change  is  made  in  the  transportation 
lines  of  the  city,  a  krge  part  of  these  people  will  find  tiieir  homes  within 
the  present  city  Emits,  and  they  will  do  as  pec^^  in  odier  American  dties 
have  done,  begin  to  take  up  their  residence  in  apartment  houses  of  various 
kinds  in  order  to  live  either  within  walking  distance  of  their  business  or 
within  a  reasonable  riding  distance  by  the  surface  cars.  This  will  mean  that 
gradually  the  general  character  of  the  city  will  be  changed  from  that  of  the 
individual  home  to  a  more  dense  and  crowded  condition. 

It  will  be  seen,  therefore,  that  there  is  contained  in  the  decision  to  build 
a  kmg  sid»way  many  serious  questions  of  pubfic  policy.  On  the  one  hand, 
a  change  from  the  detached  home  to  more  crowded  buildings,  or,  on  the 
other  hand,  a  postponement  of  this  change  by  providing  high  ^eed  farilitifB 
to  carry  the  people  to  the  outlying  districts.  In  order,  however,  to  support  a 
long  subway,  either  a  general  public  contribution  through  increased  fares 
on  the  entire  railway  system  will  be  necessary  or  the  deficit  will  have  to  be 
made  up  by  taxation.  This  last  objection  can  be  met  in  part  by  some  wise 
qritcm  of  distribntiott  of  the  benefits  through  a  special  assessment  in  some- 

25 


what  the  same  way  as  the  street  openings  and  other  general  improvement, 
arenow assessed  either  in  part  or  whole,  upon  the  property  specifically  bene- 
wed.  SUtistKS  from  other  cities  showing  increases  in  propertr  value  due 
to  ra^  tan^  Hues  .re  given  in  Part  IIi;  Appendix  E.  ' 

!„„„i      .f^*^.**  '*»»>»•»«««  been  termed  a  "subway  policy" 
nvolves  tl«  q»e«bK»of  «iditi«»l  north  »ri  wrti  *,et  c« lines  to  prevent 
the  overloadmg     Woodw«d  A««ae.  K  .  mOmv  i.  >ot  «o  be  MIt  it 
will  be  necessary  m  the  very  nev  future  t»  lannel  WoodwHd  Aveme  on 

^'"f  mTp f™""  north.   An  insp«> 

toooof  MAPI  shows  at  once  the  wide  district  on  either  side  of  Woodward 
Aw-ue  wved  «,ly  by  its  surface  car  line.  If  a  subway  policy  is  to  be 
•*f«rt  the  coocentrutjon  of  this  travel  is  necessary  for  the  support  of  the 
"Away.  «d.  couTen^ly,  the  buOdmg  of  parallel  lines  will  jistpone  the 
necessity  for  ud  the  fiu»c>.|  po«ibiIi^  „|  .  «lf.supporUng  subX.  The 
same  condition,  ,n  lesser  degree,  exist,  on  piactierily  .0  Oe  prinefa.1  r»iitt- 
mg  traffic  mes  of  Detroit,  and  it  must  be  kept  in  mind  ttat^I^. 
subway  bu,lt  on  Woodward  Avenue  the  density  of  traffic  on  Michigu..  G„^ 
21"^  tall'*:'*!,?        r °'  °*er  street  c» 

Short  Subway 

The  previous  discussion  of  a  long  subway  has  had  M  its  object  the  devel- 
opment of  the  pubhc  questions  directly  involved  in  the  consideration  of  a 
general  subway  policy  for  the  city  of  Detroit.    From  a  traffic  standpoint,  the 
™  «*«P  appear  to  be  the  construction  of  a  short  section  of 

subway  m  tlie  congested  district 

The  proposed  moating  of  street  cars  wlU  eltnintte  tbe  existing  conges- 
tton  and  provide  an  inctease  of  perfaaps  50%  in  pnsMager  canying  capacity. 
As  It  appears,  however,  that  the  traffic  is  likely  to  be  almost  doubled  within 

6  years'  time,  it  is  obvious  that  some  further  additional  relief  must  later  on 
be  provided  in  order  to  permit  more  cars  and  more  car  lines  to  reach  the 
congested  area. 

A  solution  of  this  problem  would  He  in  the  construction  of  a  subway 
loop  lor  street  cars,  such  as  has  been  already  described  as  the  proper  terminal 
for  a  subway  Hue  on  Woodward  Avenue.  Rehtively  short  ttraet  car  subways 
of  this  kind  have  been  employed  with  maflBcd  success  in  Boston,  where  sone 

years  ago  on  Tremont  Street  the  congestion  of  the  surface  cars  had  heoone  so 
mtolerable  as  to  be  a  nuisance  to  the  traveling  public  and  the  abutting  prop- 
erty  owners,  and  a  cause  of  actual  loss  in  fares  to  the  railway  company  A 
subway  was  constructed,  by  which  the  surface  cars  on  Tremont  Street  were 
pnt  under  ground  and  the  entire  electric  railway  operations  removed  from  the 
street. 

If  a  short  subway  is  built  and  Detroit  grows  hi  m  ftNan  at  its  past  ^ 
rate,  a  volume  and  density  of  traffic  may  be  concentrated  on  tite  sectioa  of  WooST 

ward  Avenue  north  of  Grand  Circus  warranting  the  buflding  of  a  long  subway  on 
that  street.  For  this  reason,  the  short  section  of  subway,  although  designed 
prunanly  for  the  operation  of  street  cars,  should  be  of  proper  Hm.,»^  f„ 

26 


later  use  by  subway  trains.  Such  a  short  subway  is  indicated  in  the  drawings  in 
Piut  IV  of  this  r^oit,  showing  a  portal  for  the  entrance  and  exit  of  street  cars 
on  Woodward  Avenue  at  Grand  Circus.  While  such  a  subway  would  have  but 
little  earning  capacity,  it  would,  nevertheless,  be  of  relatively  small  cost,  probably 
about  $2,500,000,  making  an  annual  interest  charge  of  $125,000.  This  investment 
would  be  of  general  benefit  to  all  of  the  traveling  public  of  Detroit,  regardless 
of  locality,  as  a  permanent  form  of  relief  from  the  increasing  street  congestion. 

Such  a  short  subway  is  a  logical  step  following  the  proposed  ccmiplete  re- 
routhq^of  tfie  surface  Hues,  tiie  rerouting  tidmg  over  the  period  necessaiy  f<Mr  die 
construction  of  the  subway,  as  well  as  permanently  improving  the  surface  stieet 
car  system.  The  convenient  transfer  facilities  provided  by  the  proximity  of  the 
surface  loops  to  the  principal  subway  station  are  indkated  on  the  drawings,  nu^ 
and  plans  in  Part  IV. 

BELLE  ISLE  BRIDGE 

The  street  car  and  traffic  congestion  at  the  junction  of  the  Grand  Boulevard 
and  Jefferson  Avenue  is  so  bad  on  days  of  heavy  traffic  to  the  island  that  a  radical 
change  is  obviously  required.  The  necessity  of  separating  the  vehicle  traffic  east 
and  west  on  Jefferson  Avenue  from  the  conflicting  traffic  to  the  island  has  led  us 
to  recommend  an  underpass  for  vehicles  from  the  Grand  Boulevard  to  the  bridge 
approadi.  The  heavy  loading  and  unloading  and  transferring  of  passengers  at 
this  point  to  and  from  the  street  cars  can  only  be  rdieved  by  removing  diese 
operations  entirely  from  this  point,  leaving  Jeffersoa  Avenue  free  for  its  Ic^- 
mate  function  as  the  principal  east  and  west  city  thoroughfare  in  this  district. 

The  situation  is  complicated  by  the  inadequate  capacity  of  the  present  bridge. 
Our  recommendations  include  the  construction  of  a  bridge  of  ample  capacity  on 
this  site,  designed  to  carry  through  cars  across  to  the  island,  where  they  descend 
by  an  limine  track  into  a  subway  station  below  the  surface  of  the  park.  lUustra- 
tioos  of  the  proposed  method  of  carrying  out  this  plan  are  shown  in  Pieut  U, 
pages  The  fact  that  we  are  able  to         a  design  wfaidi  will  not 

in  any  way  mar  the  appearance  of  this  beautiful  park  while  yet  increasing  its 
accessibility  to  all  classes  of  the  people,  and  provide  for  the  handling  of  great 
holiday  crowds,  is  the  justification  of  this  recommendation. 

These  plans  will  be  developed  in  full  detail  in  connection  with  a  complete 
preliminary  design  of  the  bridge  and  its  approaches,  which  we  have  been  en- 
gaged to  prepare  for  the  Park  Coomissioner  of  the  City  of  Detroit  and  which 
we  hope  to  perfect  at  an  eariy  date.  A  full  discussion  of  this  situation,  with 
iUttstrstkms,  wiS  be  found  in  Bart  II. 

CONCLUSIONS  AND  RECOMMENDATIONS 

As  a  result  of  our  study  and  investigation  of  the  history  and  present  traffic 
conditions  of  Detroit,  we  respectfully  submit  the  following  conclusions  and 
recommendations. 

Detroft's  street  railway  rush  hour  proUem  is  essentially  a  case  of  unusual 
traffic  concentration,  due  to  a  system  of  ccmvergin^  car  lines  loading  and  un- 
loadmg  die  bulk  of  their  passengers  in  a  very  limited  central  delivery  district 

27 


The  permanent  nature  of  this  district  and  the  distributkm  of  the  new  p*r"'**«ffn 
during  the  recent  rapid  growth  of  Detroit  clearly  indicate  that  the  convenience  of 
the  traveling  public  will  best  be  served  by  a  contiauatkm  of  iStmr  pNteot 
lines  of  tnivd. 

SMommendations  for  ImmmmBmatt  at 
Street  Car  System 

We  believe  that  immediate  relief  can  bt  obtained  from  the  present  bad  rush 
hour  conditions  and  a  permanent  improvement  effected  by  bringing  the  existing 
surface  lines  up  to  their  maximum  capacity  and  securing  the  greatest  freedom  for 
llieir  nuvcBKuls  in  the  congested  district.  To  this  end  we  make  the  following 
13 apedae fci»inuienditioiis»ilmiled  imo  two groapo--A  and  B: 

(SnMpA.  In  m»  grmp  mn  jadnded  Hmm  wnmmnAMlimm  contemplating 
acoMipietc  rerouting  of  tfie  existing  car  fines  k  tlie  coi^estod  district  widdi  wiU 
require  the  alteration  of  sooK  of  the  existinf  trades,  the  adiStiini  of  new  cnncs 
and  switches,  and  the  laying  of  some  short  sections  of  new  track.  There  is 
also  induded  the  addition  of  new  equipment  and  the  extension  of  certain  of  tlw 
pceaent  street  car  lines  into  districts  obviously  needing  additional  facilities. 

1.  The  entire  renmtiug  of  the  various  lines  entering  the  heart  of  the  city 
ahouMbennd^^ 

pcsentcrossiqifinlerfcfcaoea  This  wiH  malGe  poas9ile  tfie  indqwadent  opentioa 
of  the  vatimis  lines  to  aad  from  the  center  of  the  city  without  htetfcihig  with 
one  another.  This  rerouting  provides  for  the  looping  back  of  the  cars  not  required 
for  the  carrying  of  the  legitimate  through  traffic  across  the  center  of  the  city. 
A  complete  description  of  this  rerouting  will  be  found  in  Part  II  under  the  head- 
mg  Tirapoaed  complele  rerouting  of  surface  car  lines,"  together  with  individual 
and  dcUuied  route  descriptions  of  eadi  line.  The  general  arrangement  of 
dte  loops  and  thra^gVi  liaes  is  shown  oonylcteij  on  1C/U>  5. 

2.  Two-car  units  on  Woodward  Avenue  should  at  onoe  be  pot  as  serrioe 
during  rush  hoQcs»  to  be  foUoimdt  is  traffic  may  mpin,  on  some  of  the  other 
heavier  lines. 

3.  In  connection  with  the  rerouting,  additional  car  service  should  be  pro- 
irided  on  tfie  fines  at  present  over-crowded.  This  will  be  made  possible  under 
the  f  Iter  system  of  downtown  operation  hy  the  rarouted  loops. 

The  use  of  hu|er  car  units  on  some  of  the  fines  now  mmg  the  older  types 
of  tarn  h  wimwneinled,  particularly  duriiy  the  rush  hours. 

4.  Extensions  of  the  odstiqf  Gnisslown,  Fourteenth,  Wamn  and  Gtmid 
Bdt  lines  should  be  built. 

5.  A  larger  bridge  at  the  present  site,  capable  of  handling  the  heavy  traffic 
to  Belle  Isle  and  providing  Tor  the  operation  of  through  cars  to  the  island,  along 

fines  suggested  in  dus  report,  should  be  built  The  buUding  of  a  second 
bcidiie  at  the  east  end  of  tfw  isbod  should  be  deferred  untS  the  piessmg  traffic 
Mds  at  the  present  site  are  provided  for. 

Group  B.  This  group  inchides  improvements  designed  to  gift  'iMMifllntt 
idief  from  the  rush  hour  congestion,  which  can  be  put  in  effect  at  once  without 
trade  changes  or  the  expenditure  of  any  material  amount  of  money.  These  we 
believe  may  be  arranged  for  with  the  operating  company  without  involviqg 
tenddse  questions  or  other  complicated  negotiations. 


6.  A  system  of  station  or  skip-stops  should  be  instituted  on  Woodward 
Avenue  from  Adams  Avenue  north;  on  Michigan  Avenue  from  Abbott  Street 
west;  on  Gratiot  from  Pingree  Square  east;  on  Jefferson  Avenue  from  Randolph 
Street  east,  and  on  Grand  River  Avenue  from  Adams  Avenue  west ;  the  alternate 
street  corners  bdqg  taken  m  one  direction  and  the  intermediate  corners  returning, 
the  stops  to  be  plainly  marked  by  a  broad  band  on  the  poles  at  ^  stop  street 
corners,  or  by  other  suitable  stop  signs. 

7 .  Street  collectors  should  be  used  to  load  at  the  front  doors  of  cars  during 
the  rush  hour  in  the  downtown  district,  in  continuation  of  the  successful  service 
of  this  nature  on  Woodward  Avenue  already  put  in  effect  by  the  railway  com- 
pany at  our  suggestion  during  December,  1914. 

8.  A  change  shouM  be  made  in  die  (fiviskm  rail  on  the  rear  platform  of  the 
pay-ns-you-enter  cars  so  as  to  aUow  of  diis  raH  htmg  removed  by  the  conductor 
at  heavy  loading  points.  By  this  means  passengers  can  enter  die  car  by  both 
rear  doors  simultaneously,  thereby  cutting  down  the  loadiog  time  materially. 

9.  Arrangements  should  be  made  to  run  special  cars,  without  stop,  through 
the  crowds  of  factory  workers  on  some  of  the  main  street  car  lines  at  certain 
times  of  the  day  to  take  care  of  the  general  travel  at  points  beyond  the  factories, 
for  die  foOowing  reason:  On  account  of  the  very  large  number  of  employees 
ieavfag  the  factories  on  a  dtaage  m  shift  some  of  die  main  Imes— notably  Wood- 
ward, Hastings,  Chene  and  Jefferson— for  a  dwrt  tine  practically  suspend  ser- 
vice to  the  ordinary  traffic  along  the  line.  A  number  of  regular  cats  run,  as 
suggested,  through  this  loading  district  without  step  wiH  provide  for  the  patrons 
of  the  line  boarding  beyond  the  factories. 

10.  Provision  should  be  made  for  special  streets  for  vehicle  traffic,  such 
as  Cass  Avenue  and  John  R  Street,  by  improvements  in  paving,  lighting  and 
widenhig  of  the  streets.  In  the  case  of  John  R  Street,  the  moving  back  of  the 
cufb  line  is  partieufaurly  needed,  as  wdl  as  the  repaviiv  of  certam  blocks  wheic 
die  surface  is  now  very  rough. 

To  encourage  automobiles  to  use  these  streets  there  should  be  enacted  suit- 
able ordinances  giving  right-of-way  to  north  and  south  bound  vehicle  traffic  on 
Cass  Avenue  and  John  R.  Street  over  the  east  and  west  vehicle  traflSc  crossii^ 
from  the  intersecting  streets. 

Similar  ordinances  should  be  enacted  for  other  main  vehicle  streets  in  other 
parts  of  the  dty. 

11.  An  ordinance  should  be  enacted  providing  for  stoppii^  automobiles 
with  the  street  cars  on  Woodward  Avenue  north  and  south  bound  from  Jefferson 
Avenue  to  Forest,  to  facilitate  the  safe  and  rapid  loodii^  and  *'*»h^we  of  street 
car  passengers. 

12.  Rigid  parking  regulations  at  the  ends  of  the  blocks  near  the  safety 
tones  dwuld  be  enforced  to  fadlitate  loading  operations  and  prevent  delays  to 
cars,  as  given  m  detail  mider  ''Vehkle  troffic,"  Part  II. 

13.  Pending  the  completkm  of  track  changes  necessary  for  cooylete  re- 
routing, certain  interurban  and  street  car  lines  should  be  rerouted  to  relieve  some 
of  the  bad  crossing  conditions  involved  in  the  present  method  of  opeiathig  these 
lines.  Details  shown  in  Part  II,  pages  113-115. 


29 


HcfommOTidatioiM  Btfwdiiig  Snbuigr 

Pinmiaciii  mnst  be  made  for  handling  in  tlw  InttiK  dttring  rath  hoars  not 
only  a  much  greater  volnme  of  traffic  than  at  present,  but  one  of  greater  density 
than  now  occurs  at  the  congested  center.  The  growth  of  the  business  district, 
together  with  the  increased  density  of  pedestrian,  vehicle  and  street  car  move- 
ments will  in  time  make  demands  beyond  the  possiUe  limits  of  surface  street  car 
transportation. 

AisiniiiQg  that  the  grawtli  of  Detsoit  will  continue  to  and  beyond  the 
1^,000  poiNdalion  marie  and  that  its  fntiife  importance  as  a  grot  mami- 
factnring  center  will  be  maintained,  additioBal  steps  in  the  devdopment  of  its 
transportation  system  siMNild  be  prepared  for,  following  and  supplementing  tlie 

rerouting  and  related  recommendations  just  made. 

These  recommendations  cover  general  subway  policy,  short  subway  street 
car  loops,  and  long  subways  with  special  train  service. 

14.  Immediate  steps  should  be  taken  to  procure  all  necessary  enabling 
legislation  and  to  remove  all  legal  obstacles  to  permit  of  the  pronq>t  execution  of 
wliatever  subway  policy  may  be  adopted. 

15.  Detail  plans  for  a  short  subway  loop  to  accommodate  the  Woodward 
Avenue  and  such  other  street  car  lines  from  the  northern  part  of  the  city  as  can 
ccMiveniently  be  brought  to  a  portal  at  the  Grand  Circus,  should  be  prepared  at 
least  two  years  in  advance  of  the  necessity  for  such  subway.  A  subway  of  this 
kind  must  be  looked  upon  as  a  means  of  relief  for  street  traffic  conditions  and 
not  as  a  source  of  revenue.  ; 

16.  The  designs  and  plans  for  the  above  sliort  subwi^  loop  and  all  pro-^ 
viliQiit  connected  with  it  should  be  made  with  a  view  to  an  ultimate  use  of  this 
section  of  subway  by  special  trains  for  rapkl  transit  servke  when  Detroit  shall 
have  grown  to  a  point  warranting  the  construction  of  a  long  subway  with  inde- 
pendent train  service.  All  station  platforms  and  other  dimensions,  as  well  as 
curve  clearances,  etc.,  can  be  arranged  for  temporary  use  by  street  cars  and  sub- 
sequent use  by  subway  trains. 

17.  A  general  subway  polky  should  be  determined  upon,  outlining  the  city's 
positKMi  as  to  the  building  and  financing  of  subways.  This  policy  should  include 
a  decision  as  to  whether  subways  ait  Hi  be  built  on  the  city's  credit  as  public  im- 
provements, in  anticipation  of  traffic  ccmditions  whkh  would  make  them  attractive, 
self-supporting  projects  for  private  investment.  Upon  the  decision  reached  in 
this  regard  the  building  of  a  long  subway  must  depend,  as  at  present  the  earnings 
to  be  anticipated  within  a  reasonable  period  will  not  provide  a  self-supporting 
revenue  iqion  present  rates^of  fare.  Either  a  difect  tax  upon  the  properties 
beneiled  must  meet  the  deficit  or  the  revenue  per  passenger  carried  by  Dk  whole 
sfstcm  of  street  car  and  subway  lines  must  be  raised  by  a  horiaontal  increase  in 
fare  '0«er'  the  whole  dty  system. 


30 


PART  II 


COMPLETE  DETAILS  OF  SUBJECT  MATTER  OP 

REPORT 


CITY  OF  DETROIT 

For  the  purposes  of  our  report,  treating  of  the  transportation  requirements 
and  needs  of  the  city  of  Detroit,  further  references  to  the  dty  itsdf  would  seem 
to  be  limited  to  a  study  of  the  existing  axufiticms  and  probable  future  growth.  A 

clearer  understanding,  however,  of  the  present  conditions,  as  well  as  the  likeli- 
hood of  future  changes  will  be  gained  by  a  brief  but  more  detailed  reference  to 
tfie  history  and  growth  of  Detroit. 

General  Characteriatka 

The  dty  has  grown  from  a  settlement  or  group  of  setdements  along  the 
Detroit  River  and  to-day  many  of  the  city  property  and  ward  lines  follow  gener- 
ally the  original  long  and  narrow  farm  strips  extending  back  from  the  river. 

The  territory  covered  by  the  city  is  practically  level,  the  only  grades  being 
the  abrupt  rise  from  the  river's  edge,  usually  about  25  feet,  and  from  that  point 
Ae  rise  is  very  gradual  toward  the  north.  The  highest  point  in  the  city  limits 
is  about  d2  feet  above  tamk  river  level  four  nnles  mland. 

DetotMt's  geoeral  is  of  a  radial  tjrpe,  the  principal  diorous^fares  con- 
verging to  a  common  center  at  or  near  the  City  Hall.  The  renntmng  streets  are 
laid  out.  in  a  general  way,  on  a  rectangular  plan,  parallel  with,  or  at  right-angles 
to,  the  general  east  and  west  course  of  the  Detroit  River.  These  general  char- 
acteristics of  street  arrangement  have  existed  throughout  the  period  of  growth  of 
the  street  railway  system  in  Detroit.  The  main  radial  thoroughfares,  such  as 
FcMt,  Midiigan,  Grand  River,  Woodward,  Gratiot  and  Jefferson  originated  in  the 
Mghways  leading  from  Detroit  as  a  carter  to  various  other  important  pomts, 
such  as  Toledo,  Fluit,  Pontiac,  Saginaw  and  Port  Huron.  Upon  these  streets 
there  must  be  handled  to-day  not  only  tlie  street  car  mSk.  but  an  enormous  and 
rapiftty  increasing  vehicle  traffic 

Locttioa  of  Bniineiii  and  Fiictoiy  Diatrkti 

The  original  importance  of  Detroit  was  its  location  as  a  shipping  point  on 
the  Great  Lakes  route,  the  industries  employing  large  numbers  of  men  bdng  then 
along  the  river  front  As  the  dty  grew,  the  retail  district  built  up  aloi«  lower 
Woodward  Avenue,  this  general  condition  conthnhi^  until  the  manttfa^uring 

industries  reached  their  present  importance.  The  greatest  increase  came  within 
the  past  ten  years  as  a  result  of  the  enormous  growth  of  the  manufacture  of  aulo> 
mobiles  and  automobile  accessories. 

31 


This  manufacturing  growth  took  the  form  of  a  girdle  of  factories,  in  a 
gmeral  way*  surrounding  the  older  portions  of  the  city  of  Detroit  and  following 
doicly  Ae  bdt  inct  of  the  steam  lailroads.  The  influence  of  this  circle  of  fac- 
totiet  iyhag  akMi  low  macs  mSUlfy  inm  the  dty't  oenler  and  wMrtwmdiiig  to 
a  great  extnit  die  |iriiid|ial  resMcntial  ^atrids  haa  a  naterial  beafh«  upon  the 

wwwiB  iiK  jropoNmon  ox  ucKrotc 

The  ftrst  United  Sutes  census,  in  1773,  shows  a  population  of  1,367  for  the 
amiciimt  of  Detroit  (not  tnchidiiig  soldiers),  from  which  the  population  has 
iiic«fiei  to  aboot  660yO(MI  for  the  dtjr  and  immediate  solmflia  in  the  year  1914. 


proper  from 

P.S.CHM 

Ybmi 

Rub  U.  &  Gcnm 

1773  

1387 
1,660 

1810  

1,770 

tm 

1830  

31,0i6 

45,619 
79,603 
116,340 

306,076 
1B6JM 

ijpiio 

ma  

1870  

1800  

274,500 
374,000 

M^OO 

llf»  

318,967 

1913    

1914  

The  rate  of  increase  in  population  of  Detroit  has  been  steady  and  at  times 
rapid,  the  periods  of  greatest  growth  being  from  1880  to  1890  and  from  1900  to 
1910.  Between  these  last  census  dates  the  growth  was  63%  for  the  city  proper 
and  57.1%  for  the  city  and  suburbs.  From  1910  to  date  the  increase  has  been  at 
snliatantially  the  same  rate  as  the  prcvioiis  period  jast  mentioned,  based  upon 
tlhe  heat  obCahiable  dty  'inforintion. 

Coomaiiaoii  with  Growth  of  Other  Cities 

In  order  to  appreciate  more  clearly  this  growth,  a  comparison  is  here  shown 
by  curves  plotted  for  Detroit,  Geveland,  Buffalo,  Cincinnati  and  Milwaukee. 
These  cities  have  been  selected  as  being  comparable  by  reason  of  location,  size 
and  general  characteristics.  The  curves  show  that  Detroit  follows  the  same 
tmtral  growth  thrm^  decade  periods  to  1900^  and  from  1900  to  1910  Detroit 
has  omati'yfed  affl  of  the  otfier  cities  cxoqiC  Oevdand,  which  it  is  rapidljr  over- 


Growth  in  Area  of  Detroit 


The  growth  of  cities  varies  greatly,  due  to  their  geographical  situation,  topog- 
raphy and  surroundings.  New  York  (Manhattan  Island)  and  San  Francisco 
are  restricted  by  large  bodies  of  water  and  Pittsburgh  by  high  hills  and  ridges. 
These  two  types  are  quite  different  from  such  cities  as  Detroit,  Buffalo,  Qeve- 
land  and  Ifilwaiilcee,  when  the  avaifaOik  area  extends  without  restriction  except 
in  one  directaoo.  The  map  on  the  foOown^  page  shows  the  cky  limits  of  Detroit 
at  different  periods. 

From  1857  to  1875  the  city  limits  comprised  an  area  with  a  frontage  aa  tfie 
river  of  about  four  miles,  and  extending  north  from  the  river  about  three  miles. 
From  that  time  to  the  present  additions  have  been  made  resulting  in  a  city 
lengthened  along  the  river  front  to  about  12  miles  and  extending  at  right- 
aqg^  to  tfle  river  akmg  Woodward  Avenue  about  five  miles. 

At  die  present  time,  from  a  tran^ortation  stan^Kiint,  tiie  adjacent  districts, 
such  as  Highland  Park,  Hamtramck,  Grosse  Pointe  and  River  Roi^,  must  be 
taken  into  consideration.  Having  these  districts  in  mind,  the  piesent  extent  of 
the  area  tributary  to  the  traffic  lines  is  14  to  16  miles  long  parallel  to  tfie  river 
and  about  7  miles  at  right-an^es  to  the  river. 

PaM^r»idPimihmioHofPlofri«tion 

The  area,  population  and  density  are  shown  in  the  following  taMe: 


Popidation  Dcnaitar  of  the  City  of  Detroit 


Ymim. 

Area  in 
square  mDes 

Population  by 
U.  S.  Census 

Density  per 
square  nule 

1820  

i.ao 

.6.S6 
13.75 

1^ 
9,124 
4%ei6 

1^ 
1,734 

3,878 

1840  

1880  

16.00 

28.35 
40.79 

41.76 

116,340 

285,704 
465,766 

507,468* 

7,230 
10,077 
11,418 

14,310 

1900  

1910  

1913  

*"T*«-ntTit 


The  statistics  of  the  surrounding  suburban  districts  were  not  accessible  for 
the  early  periods,  and,  therefore,  the  comparisons  are  confined  to  the  area  within 
the  city  Innits.  The  relation  of  area  to  population  shows  an  increasing  density, 
usual  hi  cities  ^idnch  have  attained  Ae  siase  and  dimensions  of  Detroit. 

The  ^stribotion  and  tiie  growdi  fay  districts  of  iSm  urban  population  is  of 
greatest  importance  in  this  present  investigation.  'The  fesuHs  of  a  study  of  this 
subject  .are  shown  on  MAP  3,  giving  the  population  of  Detroit  and  suburbs 
by  districts.  The  city  proper  is  divided  into  rectangles  of  mile  by  3^  mile. 
In  each  rectangle  is  shown  graphically  by  shaded  areas  the  relative  population  for 
that  section  for  the  years  1904,  1907,  1910  and  1913 ;  the  population  being  shown 
in  figures  on  or  beside  these  areas.  Similar  information  has  been  shown  in  the 
soborfaan  districts,  giving  the  total  for  each  town  on  the  same  scale  as  for  the 

33 


4 


I 


l«ctangular  areas  in  the  city.  It  was  impossible  to  obtain  data  for  dividing  these 
suburban  communities  into  rectangular  areas,  so  that  the  shaded  areas  and  figures 
five  tfie  total  for  the  whole  suburb. 

Tlus  distrflwtiuii  of  the  population  of  tlie  city  of  Detroit  was  oonqiiled  by 
the  use  of  dty  duectories,  apgltpog  residenoe  factors  taken  from  die  United 
States  Census  for  each  district  These  compatatioas  were  checked  against  the 
school,  state  and  ward  censuses  and  various  other  available  sources  of  informa- 
tion. The  total  population  of  the  city  compiled  by  the  above  method  for  1910 
checked  within  from  1%  to  3%  of  the  United  States  Government  Census. 

The  greatest  rate  of  growth  is  shown  in  the  outlying  and  suburban  districts, 
iNtt  a  very  general  increase  is  apparent  in  all  parts  of  the  city,  excepting  some  of 
^  older  districts.  This  is  particulaily  noticeable  akx^  (he  water-front,  where 
busmess  is  crowding  out  the  residences.  The  extreme  outskirts  of  the  dty, 
where  street  opening  and  general  inq>rDvements  have  not  been  general,  are  also 
below  the  average.  The  decrease  in  population  of  the  township  of  Springwells 
is  apparent  only,  being  due  to  the  inclusion  of  parts  of  its  territory  within  the  dty 
limits  as  extended  from  time  to  time.    (See  MAP  page  34.) 

The  densest  populated  area  in  Detroit  lies  in  the  district  east  of  Woodward 
Avenue  and  bounded  generally  by  Jefferson  on  the  souUi,  Canfield  on  the  north, 
and  Mt.  Elliott  on  the  east  Withm  this  area  the  populatkm  ranges  from  SSfim 
to  53,000  per  square  mile,  which  is  not  high  for  a  city  of  600,000  people.  Farther 
away  from  the  heart  of  the  city  the  population  becomes  less  dense,  decreasing  to 
from  15,000  to  20,000  per  square  mile,  and  in  the  suburban  residence  districts 
much  lower.  Within  the  limits  of  the  present  town  of  Highland  Park  the 
population  is  about  5,000  people  per  square  mile ;  Hamtramck  being  nearly  6,000 
per  square  nrile,  and  tfie  other  subuchs  somewhat  less.  These  densities  are  not 
unusual  but  are  representative  of  conditions  in  most  American  suburbs  of  this 
dass. 

The  most  striking  characteristic  of  the  population  of  Detroit  is  its  markedly 
regular  distribution  as  compared  with  other  cities.  Another  pre^Mninatii^ 
feature  is  the  large  number  of  individual  detached  homes. 

Roughly  speaking,  70%  of  the  population  of  the  city  is  included  within  the 
bdt  line  railways,  or  what  we  have  termed  the  "girdle  of  factories."  The  future 
growth  of  tiie  dty  must  be  looked  for  in  the  outlying  and  suburban  districts  and 
in  a  change  in  the  nature  of  the  older  residence  districts  where  already  individual 
homes  are  being  replaced  by  the  erection  of  apartment  houses. 

These  facts  regarding  the  growth,  distribution  and  density  of  population 
are  closely  connected  with  the  development  of  the  main  lines  of  traffic.  The 
quality  and  extent  of  service  on  the  traffic  lines  in  turn  affects  the  distribution  of 
the  population. 

Induatrial  Qrowlli 

The  first  mwuif  acturing  census  of  the  United  States  was  taken  in  1899,  and 
additional  censuses  in  1904  and  1909.   The  labor  department  of  the  State  of 

Michigan  took  a  similar  manufacturing  census  in  1913  for  the  city  of  Detroit 

The  following  tables,  based  on  the  above  authorities,  show  statistics  for  the 
city  of  Detroit,  giving  the  value  of  various  articles  manufactured  and  also  manu- 
facturing statistics  of  Detroit  compared  with  4  other  cities  of  similar  type  and 

35 


approximately  the  same  size.  These  show  that  Detroit  in  1899  had  manufactured 
products  of  less  value  than  any  of  these  cities.  By  1909,  however,  the  value  of 
Detroit's  mamtlactiired  products  had  increased  in  ammmt  beyond  all  except 
dcvdifML  The  rate  of  incicase  in  Detroit  Irom  1899  to  1909  was  188%  Cleve- 
land in  the  same  period  increasiiif  oaiy  95%,  BulEilo  10^,  MiHvaiikee  88%,  and 
Chicinnati  37*. 

Of  this  total  increase  in  the  value  of  manufactured  products  for  Detroit, 
36%  was  in  automobiles  and  automobile  accessories,  the  money  value  rising  from 
practically  nothing  to  $60,000,000  in  the  10-year  period.  The  1909  census  also 
shows  that  Detroit  produced  approximately  24%  of  the  total  value  of  all  auto- 
nohiies  mnnttfajCtmied  in  the  Umted  States.  In  1913  the  total  manufactured 
fTOilncts  of  tiie  city  wttt  vahicd  at  $410,000,000,  of  which  $206,000,0  Ml  repre-' 
aenled  automobiles  and  aiccess<mes,  this  beii^  52%  of  the  money  value  of  the 
entire  automobile  output  of  the  United  States. 

The  stability  and  permanence  of  the  automobile  industry  must  therefore  be 
given  serious  consideration  in  any  estimate  of  the  future  growth  in  commercial 
importance  and  population  of  Detroit. 


Number 

Capital 
ioMitied 

Salaries 
and 

Value 
at 

im 

68 

17,437 

$28,928,000 

$11,402,000 

$59,536,000 

MM 
IIW 

19 

2,191 

•  •  •  « 

3,447,000 

1,127,000 

6,240,000 

Bcus  wkA  hwiMp  pradnctB. . . . 

nm 

37 

4,374 

7,806,000 

2,510,000 

12,297,000 

1904 

23 

2,199 

3,430,000 

1,197,000 

5,682,000 

1899 

17 

883 

1,039,000 

418,000 

1,633,000 

O^CTjt^^dn  and  sheet  kon 

1909 

72 

2,152 

3,890,000 

1,009,000 

3,534,000 

1904 

28 

1,874 

1,274,000 

603,000 

2,258,000 

im 

18 

•  •  •  • 

294,000 

USjQOO 

655,000 

Foundry  and  iMcliine  dhop 

1909 

215 

10,212 

20,434,000 

6,241,000 

18,296,000 

1904 

7,194 

9,003.000 

iTTjjwO 

13,647,000 

18M 

am 

•  «'  •  • 

UgTHOQO 

1909 

33 

2,528 

3,208,000 

1,443,000 

3,762,000 

2,119 

2,496,000 

1,000,000 

2,624,000 

1899 

22 

1,564 

1,420,000 

679,000 

1,865,000 

1909 

18 

838 

5,206,000 

745,000 

4,942,000 

19U4 

19 

618 

3,977,000 

541,000 

3,272,000 

1899 

20 

539 

2,800,000 

390,000 

2,593,000 

1909 

59 

2,322 

4,606,000 

1,254,000 

6,110,000 

190i 

30 

1,166 

1,435,000 

801,000 
•M^ 

2,167,000 

1899 

48 

•  •  *  • 

1,444,000 

1909 

74 

4,289 

10,179,000 

3,181,000 

11,558,000 

nu^me^dbn  aai  draK>Bts' 

1904 

42 

3,188 

7,912,000 

1,721AX) 

9,423,000 

1890 

84 

3,003,000 

1,874000 

6^170,000 

ShuBbtcring  and  meat  packing 

1909 

29 

983 

3,340,000 

571,000 

12380,000 

1904 

11 

486 

1,251,000 

279,000 

5,350,000 

1899 

16 

417 

1,185,000 

238,000 

4,060,000 

36 


Comparative  Statistics  of  Manufactures  and  IndustEfct 


Census 
year 


Number 
of  es- 
tablish- 
ments 


Persons 
engaged 


Expressed  in  thousands  of  dollars 


Capital 
invested 


Salaries 


Value  of 
pradncts 


Value 
added  by 
manu- 
facture 


Detroit.. 


Clevdaad. 


Buffalo. 


lOwankee.. 


CI 


•1913 

1909 

imi 

1899 

1909 
1904 
1899 

1909 
1904 
1899 

1909 
1004 


1909 
1904 
1899 


2,534 
2,036 

i,m 

2,148 
1.616 
1,350 

1,753 
1,538 
1,478 

1,764 
1,527 
1,419 

2,184 
2,171 
2,454 


156,687 
95,841 
55,718 


98,686 
72,362 


61,246 
50,390 


68,933 
49,843 


72,488 
68.954 


190,125 
91,038 


227,397 

156,321 
101,243 

193,041 
137,023 
95,740 

219,391 
161,494 
10M04 

150,254 
130,272 
108,464 


58,267 
28,684 
20fi€i 

63,559 
41,749 
31,971 

38,074 
27,164 
19,107 

40,842 
26,646 
21,407 

43,860 
36,467 
29.541 


410,000 
252,992 
128.247 
88(860 

271,961 

171.924 
139,356 

218,804 
147,378 
106,627 

208.324 
137,995 
lMgB84 

194,516 
166,059 
141,678 


122,774 
61,666 
41.8S0 

117,046 
74,346 
62,891 

82,266 
59,011 
39,088 

87,703 
66.892 
81.100 

92,864 

82,801 
70,287 


*  Estimate  State  Labor  DciMitment  of  Iffidlipui. 


37 


PRESENT  STREET  CAR  SYSTEM 


Hie  iffBt  effort  Unvard  pciblic  transportation  in  Detroit  was  imliiiilcd  in 
ISI7  m&k  m  omnilNis  line  on  Jefferson  Avenue.  This  was  a  financial  faitere, 
bat  in  1853  the  line  was  reestablished.  The  population  of  the  city  of  Detroit  at 
tint  llaie  was  given  by  the  United  States  census  as  41,375. 

The  first  street  cars  were  introduced  in  1863  and  were  horse  drawn.  From 
this  time  on  additional  horse  cars  were  added  until  1893,  when  the  period  of 
electrification  commenced.  Since  that  date  the  overhead  type  of  direct  current 
street  railway  equipment  has  progressed  through  the  uaoal  stages  nntfl  to-day 
Detroit  is  operatiii^  donMc  truck,  pay-^w-yon-enter  caw  on  ita  priadpal  Hues. 

Tile  pfCfcnt  entire  street  railway  system  of  the  dty  is  operated  by  tlie  Detroit 
United  Railway  under  a  unified  management.  This  company  also  owns,  con- 
trob  and  operates  the  various  interurban  lines  entering  the  city  of  Detroit.  The 
history  and  growth  of  the  various  city  lines  is  not  pertinent  to  this  investigation 
Other  than  as  a  matter  of  record,  except  in  so  far  as  some  of  the  peculiarities 
and  limitaticms  of  the  constituent  companies  are  retained  in  the  existing  qrsteoL 
The  foOowiof  "family  tree**  sliows  the  constitnent  compnies  fonning  the  Detroit 
United  Railway  and  the  date  of  their  mcovpoiation  and  consolidation. 

Limitations  of  Constituent  Companies 

The  continued  existence  of  different  rates  of  fare  and  different  transfer 
|H-ivileges  on  various  lines  is  detrimental  to  the  general  service,  as  tending  to 
divert  traffic  from  its  normal  channels  and  to  crowd  ports  of  certain  Hnes.  Tliere 
is  also  a  continastioa  of  occasaonal  nidirect  rootiiigs  of  cart  in  order  to  avoid 
nmmg  them  oier  tiie  "dc  Unes,"  and  cooqilicated  questions  of  expiring  f  ran- 
diiscs,  affcctinf  in  some  cases  only  portions  of  certam  tracks. 

After  examining  these  features  of  the  existing  system,  it  appears  that  no 
permanent,  adequate  rerouting  or  extension  of  the  street  car  lines  can  be  made 
without  eliminating  these  questions. 

The  recommendations  in  Part  I  are  based  on  a  uniform  system  of  fares  and 
transfers,  and  the  utiiaatiQa  of  tracks  on  various  streets,  mtefcomiectfaNii  and 
additions  witiiont  regard  Isi^  tfie  prcMiil  linitataons  upon  fares,  transfers  or 


telloiitiiig 

The  principal  street  car  lines  in  the  city  of  Detroit  follow  substantially  the 
main  thoroughfares,  mentioned  previously  m  the  discussion  of  the  dty.  This 
pves  a  system  of  converging  Hnes,  centeriug  approodmatdy  at  the  Cky  Hall, 
and  a  smaller  number  of  cross-town  lines  operating  on  the  east  and  west  streets. 
There  are  20  principal  Imes  of  street  cars  m  the  city  system  and  8  hUerarban 
lines.  The  20  principal  lines  are  further  subdivided  into  various. roatc% 
fines  haviug  as  many  as  25  different  routes. 


39 


The  tenn  route  is  applied  to  the  qiecial  portion  of  the  various  fines  over 
whicii  certain  ours  operate  in  maynf  Hieir  round  trip. 

Tiw  statement  on  page  41  gives  in  tiMar  fofm  the  20  lints,  together  with 
the  leivth  of  each  main  nmte,  the  number  of  routes  indnded  in  each  line,  the 
car  trips  per  anmnn,  the  paiacnfers  per  mile  of  single  track,  and  the  total  number 
of  passengers  carried,  for  the  years  1913  and  1914,  from  which  the  relative  im- 
portance of  the  various  lines  is  readily  noted. 

By  referring  to  MAP  1  it  will  be  seen  that  14  out  of  the  20  above  men- 
tioned lines  pass  through  the  heart  of  tiie  dty.  Of  these,  the  heaviest  and  most 
impoitani  are  the  Woodward,  liidi^an,  Jciierson.  Founeenlfa,  Fort  and  Baker 
lines.  %rtfcrenix  to  MAP  5  the  locatioii  aiMi  detailed  routing  near  the  heart  of 
tiie  city  can  more  readily  be  followed.  So  f ar  as  tiie  present  traffic  conditions 
ate  ooncemed,  all  the  street  car  lines  may  be  grouped  into  four  classes : 

1.  The  outlying,  cfoss-town  and  comiecting  lines  which  do  not  enter  the 
center  of  the  city; 

2.  The  lines  which  run  substantially  north  and  south  tittOUgh  the  con- 
gested district ; 

3.  Tht  linca  whidi  run  genefaiy  cast  and  west  across  the  congested 

'distncft  f 

4.  Tht  inlentfban  lines  wliidi  enter  Oie  congested  district  from  alt 

Outlining  and  Ciuiiliiwii  Tiiwa  riiniliiiiw,  Ocaad  (Jincdoa 
Minmm},  Sondi  ChoM^  SpingwtiiB,  Tyid  Stnot  Dtpol;  Vk^ 

These  lines  at  present  perform  the  gmeral  function  of  a  transfer  between 
tlie  various  radial  lines  which  they  intersect,  or  give  some  special  service  in 
carryif^  traffic  from  outtyii^  parts  of  the  city  to  groups  of  factories.  Belle  Isle, 
or  other  localities.  This  group  of  lines  carried  33,620,467  passengers  in  1914. 

Of  these  lines  the  most  important  is  the  Cross-town,  which  carried  28,469,966 
passengers  in  1914,  of  which  15,261,453  were  non-revenue,  this  line  being  essen- 
thdly  a  transfer  line  across  the  city  and  also  operating  north  and  south  through 
the  east  portion  of  the  city  to  the  approach  to  Bdle  bridge. 

Tile  oter  lines  in  this  graiqi  are  of  minor  importance  so'far  as  bulk  of 
■nunc  IS  coBcenien* 

The  Vktnr  line  snppfies  principally  a  rush  hour  servke  to  accommodate  the 
factory  workers  in  the  northeast  part  of  the  city. 

The  Grand  Belt  is  a  new  line  north  and  south  on  Junction  Avenue,  at  present 
operating  from  Fort  Street  to  Warren  Avenue,  giving  a  transfer  service  north  and 
south  through  the  extreme  southwestern  part  of  the  city.  The  line  has  been  in 
service  only  a  short  time  but  the  initial  traffic  has  been  SO  heavy  M  to  kidioite  tfiM 
it  win  devdop  into  a  useful  coiuiccting  Imk  between  Ike  stroets  luwHiemd 

lines  Running  North  and  South  Through  Congested  District— Brush, 
Fourteenth,  Hamilton,  Jefferson,  Trumbull,  Warren,  Woodward 

The  term  "congested  district"  refers  to  the  general  territory  from  the  river 
to  Grand  Grcus,  and  from  Second  to  Brush  Street 

This  graiq»  of  Unet  carried  a  total  of  14533^22  passenfefs(kidn^ 
trsnsfers)  m  1914.  This  doci  not  flMan  thai  Mi  munber  of  passeoyefs  wcft 

40 


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41 


carrM  mmm  Ibt  congested  district,  kit  it  shows  the  importaiice  of  the  lines  in 
general  terms. 

Practically  all  of  these  lines  at  some  port  of  their  passage  thraogh  the  con- 
gested district  (see  MAPS  1  and  5)  nm  on  Woodward  Avenne  or  Griswold 

Street.  These  lines  in  nearly  all  cases  carry  the  north  and  south  traffic  not  only 
to  the  center  of  the  city  but  down  to  the  river  front,  reaching  the  varions  boat 
landings  and  other  important  points  in  this  part  of  the  city. 

Iiiiilirii  Running  Generally  East  and  West  Across  the  Congested  Dis- 
trid— Baker,  Fort,  Harper,  Michigan,  Michigan  Central  Depot, 
Myftw^  iincfiimi 

These  lines  can  be  fairly  classified  only  under  the  above  heading  on  account 
of  their  running  generally  east  and  west  and  crossing  the  north  and  south  group 
in  the  heart  of  the  city.  The  individual  characteristics  of  the  lines  are  quite 
liitincl,  the  Michigan  line,  for  instance,  running  from  the  extreme  nordi- 
westem  portion  of  the  dty  sondieasterly  via  Michigan  Avemie  to  the  Gty  Hall, 
and  thence  via  Gratiot  to  the  extreme  northeastern  limits  of  the  city. 

The  Fort  Street  line  on  iie  other  hand  extends  from  the  extreme  sottih- 
westem  portion  of  the  city  at  the  River  Rouge  almost  due  east  along  Fort  Street, 
through  Cadillac  Square,  and  thence  a  portion  of  its  service  is  carried  easterly 
to  the  district  near  the  Belle  Isle  bridge. 

The  other  lines  approai^  from  varions  directions,  and  either  loop  down- 
town or  cross  to  some  other  district  on  the  opposite  side  of  the  dty. 

These  lines  carried  13(^53,415  passengers  (indudhig  transfers)  m  1914. 
Here  again  it  must  be  noted  that  all  of  this  traffic  was  not  carried  across  the 
center  of  the  city,  but  the  figures  give  the  relative  importance  of  this  group  of 
lines. 

falornrban  Lines  Entering  the  Congested  District  from  Various  Direc- 
tions—Pontiac  Division:  Flint  Division;  Orchard  Lake  Division; 
WfrnOom  Diviiioii;  Detroit,  Jmekmm  ft  Chicago  Railway;  De- 
troit, Monnie  ft  Tolodo  Sbon  line  MaHtmi^;  Rapid  Railway; 
RapM  Rftiiwaf— Siion  Lim  mvialon 

Tlieae  Kncs  enter  the  city  f rcmi  nearly  every  direction,  passing  over  the  main 
liiiromhfares  and  looping  on  various  streets  in  order  to  pass  the  common  trans- 
fer and  waitmg  station  at  Gfiswold  and  Lamed  Streets.  (See  map  on  a  fdllowti^ 
page.)  The  service  on  these  Hnes  is  by  means  of  heavy  inlerurfaan  cars,  and  m 
some  cases  by  two  car  units.  The  frequency  of  service  during  the  rush  hour 
on  the  different  lines  varies  from  10  minutes  to  one  hour.  These  lines  perform 
a  valuable  function  in  connecting  the  city  with  a  very  widely  distributed  inter- 
urban  district,  and  also  run  a  through  service  to  cities  of  considerable  size. 

JBpQiIB1J«3DCmi» 

The  rolling  stock  passenger  equipment  of  the  Detrmt  Untied  Railways'  alky 
lines  consists  of  the  following: 

42 


CJTY  PASSENGER  CARS, 


Single  truck,  closed  300 

Single  truck,  open   187 

Single  truck,  PAYE    ...199  686 

Double  truck,  doeed  SO 

Double  truck,  open  — 

Double  truck,  PAYE  572  622 


Total    1^ 


The  ralliqg  stock  iu  frnenl  use  on  the  principal  Hoes,  sudi  as  Woodward, 
IfidiiKaii,  Jciimii,  HamiliQa,  Fort  and  TraBdmll,  cmmists  of  double  truck,  two 
motor,  pay-as-you-enter  cars,  seating  from  40  to  46  paiacngers  and  provided  widi 
the  usual  large  platforms  for  loading  purposes.  These  cars  are  heated  with  hot 
air  heaters  and  the  air  brake  equipment  is  operated  entirely  from  storage  tanks 
lilft  cars,  which  are  recharged  usually  at  the  end  of  each  round  trip.  The  cars 
Mtt  itted  with  cane  seats  and  are  provided  with  folding  steps,  whidi  are  raised 
when  mtm  cjcit  and  entrance  doors  are  doted.  AH  cars  ate  hdlt  for  siiq^  end 
operatiaii.  In  feneral,  the  bodies  of  these  cars  are  of  wooden  oomtraclioii.  On 
various  lines  of  lesser  importance  and  on  smne  lines  of  considerable  importance, 
such  as  the  Fourteenth,  Sherman  and  Crosstown  lines,  most  of  the  equipment 
is  of  single  truck  cars  of  various  types  of  construction  and  of  seating  capacities 
varying  from  28  to  50.  On  other  lines  the  equipment  is  of  a  mixed  character, 
aome  being:  modem  pay-as^you-enter  cars  and  others  of  the  above  mentioned 
older  type.  In  genen4  about  half  of  the  equqiment  is  doubfe  tnick,  modern  type, 
por-ttt-jou-enter  cars  in  good  operatii^  condition;  the  bahmoe,  while  genen% 
lerviccabie,  is  not  adequate  to  handle  the  rush  hour  traffic  on  some  of  the  finei 
on  which  it  is  still  used.  Some  of  the  older  cars  are  in  bad  condition. 

The  track  and  roadway  are  in  good  condition  in  the  congested  district  on  the 
principal  lines,  but  on  the  less  important  lines  and  in  outlying  streets  their  con- 
ation is  poor.  The  present  standard  construction  consists  of  91#  T  rail,  on 
whUe  oak  ties  embedded  in  concrete.  The  qwdal  work  consists  of  114#  grooved 
lai  of  a  modem  haid  center  type.  The  omhead  construction  consists  of  00 
imma,  'iipper  tronej  wnc 


44 


PRESENT  TRAFFIC  CONDITIONS  IN  DETROIT 


The  general  traffic  conditions  in  Detroit,  in  so  far  as  the  periods  of  travel 
throughout  the  day  are  concerned,  are  in  many  respects  characteristic  of  most 
American  cities.  From  midnight  to  5:00  A.  M.  travd  about  the  city  is  very 
light,  except  for  special  groups  of  night  shift  en^oyees  feavmg  factories  about 
midnight  and  for  whom  a  separate  "tripper"  service  is  provided.  Commencii« 
at  5 :00  A.  M.,  and  in  some  cases  slightly  earlier,  the  movement  of  workmen  on 
the  various  lines  gradually  increases  up  to  about  6:30  A.  M.  and  ends  about  7 
A.  M.  This  is  followed  by  the  usual  morning  business  movement  to  the  retail 
stores  and  office  district 

In  tile  period  between  this  morning  travel  and  the  evening  rush  hour,  traffic 
is  of  a  mixed  nature,  varying  somewhat  with  the  season  of  the  year  and  without 
marked  characteristics,  except  the  diachaige  of  the  afternoon  shift  at  some  of 
the  larger  factories,  which  requires  a  special  "tripper"  service  from  about  3:00 
to  4 :30  P.  M.  The  evening  rush  period  occurs  from  4 :30  P.  M.  until  6iOO  P.  M. 
There  is  a  further  large  movement  during  the  evening  when  the 
crowds  are  handled. 

In  addkkM  to  these  usual  daily  phases,  there  is  a  considerable  seasonal 
change  hi  the  number  of  passengers  to  be  handled  to  and  from  the  boat  landings 
along  the  river  and  a  still  more  fluctuating  and  irregular  demand  for  service  to 

Belle  Isle.  The  traffice  to  the  last  mentioned  point  is  oonsidei«d  under  a  soaiate 

heading. 

The  general  traffic  conditions  at  other  than  the  rush  hours  are  not  at  present 
difficult  to  handle  satisfactorily  with  the  existing  system,  except  that  certain 
extenskms  into  districts  not  now  served  should  be  added  (see  MAP  2)  and  cer- 
tain increases  in  service  to  meet  spcdal  conditions  should  be  provided.  These 
are  mdnded  in  our  recommendations. 

Rtish  Hour  Traffic 

The  rush  hour  traffic  conditions,  however,  present  an  entirely  different 
aspect  and  one  which  will  require  radical  treatment  in  order  to  make  them  satis- 
factory to  the  traveling  public. 

As  previously  stated,  Detroit  is  of  a  semicircular  type  with  radial  traffic 
arteries,  the  diredion  of  traffic  being  prindpally  to  and  from  ttut  heart  of  die  city 
and  the  river  front,  and  to  and  from  the  geneially  senucuodar  belt  or  ^idle  of 
factories.   The  residence  portion  of  the  dty,  whkh  forms  the  morning  startii^ 
point  and  evening  terminus  of  the  average  passenger's  daily  trips,  lies  principally  j 
between  the  center  of  the  city  and  the  girdle  of  factories,  with  a  residence  dis-  ' 
trict  rapidly  building  up  beyond  these  limits.   The  result  of  the  relation  of  these  ' 
parts  of  the  dty  is  the  passage  of  a  large  proportion  of  the  total  rush  hour  move- 
ment to  and  from  and  across  the  center  of  the  dty. 

The  suggestkm  has  been  made  of  possibie  relief  fay  bett  or  cross-town  Imes, 
to  provide  routes  which  will  carry  people  to  and  from  dieir  homes  and  places  of 
employment  without  passing  through  the  general  center  of  the  city. 

It  is  obvious  that  a  large  proportion  of  those  whom  such  belt  lines  would  be  i 
expected  to  divert  from  the  congested  area  would  be  the  factory  employees  en- 
gaged in  the  girdle  of  factories  to  which  we  have  referred.  As  a  rule,  in  other  i 

45 


cities  where  they  have  been  tried,  belt  lines  have  not  been  succcssftii,  except  in 
limited  territory  and  to  perform  a  special  service* 
Bistribiitio&  of  45^11  Factocy  Employee* 

We  made  an  investigation  of  the  distribution  of  factory  employees,  com- 
prising all  of  the  principal  types  of  active  industries  in  the  city,  by  examining 
the  address  lists  of  11  groups  of  factories.  On  MAP  8  the  location  of  each  of 
tiiese  11  factory  groups  is  indicated  by  large  figures  surrounded  widi  a  cifde. 
The  dty  area  is  diown  divided  into  1  nnie  squafct,  and  ffom  the  address  lists  of 
tlK  employees  in^  tlie  various  establishments  the  residences  of  45,611  employees 
have  been  located  in  the  various  1  mile  squares.  In  cadi  square  are  shaded  areas, 
numbered  on  the  left  from  1  to  11,  which  represent  graphically  the  number  of 
employees  living  in  each  square  mile  and  working  at  the  factory  group  designated 
by  the  number  at  the  left  hand  end  of  this  shaded  area.  The  figures  on  the  right 
of  these  areas  give  the  same  information  numerically. 

It  vria  be  seen  at  once  that  wUfe  a  considerable  proportion  of  facloty 
iPMieffs  ive  within  w^kin^  distance  of  tiietr  phue  of  employment,  Ae  great 
majority  are  scattered  over  piacticalty  every  section  of  the  city. 

This  general  distribution  is  due  in  part  to  the  fact  that  different  members  of 
one  family  have  diverse  occupations  and  places  of  employment,  no  one  home 
location  being  convenient  to  all.  In  Detroit  there  is  also  a  constant  shifting  from 
one  factory  to  another  as  the  forces  of  the  plants  are  frequently  increased  or 
decreased. 

The  followiiv  table  shows  ^  estimated  nomber  of  the  45,611  factoty 
woffhers  who  walk,  the  mimber  who  ride  witfiont  passing  thnmi^  the  oentral 
4&trict,  and  the  number  riding  or  transferring  throogh  the  oentral  congested 
district  of  the  city  : 


OissHiti  Mofvoment  of  4%fin  Factory  Workers 


N&of 

Ifiman  of  Workus  Who  Rkach  Thkib  Puck 
'Of'  Wiwumum  sv: 

FacMqr 

Walking  a  nuud- 
mum  dirtimkce  of 

Car  lines  through 
fwnrrtHI  diitnct 

Car  lines  outside 
coDgested  district 

Total 

t 
S 

s 

4 
• 
• 

f 
S 
9 

10 
11 

9LMi 

f,ffla 

i,fin 

660 
1,902 
1,113 

8G0 

UN 

l«l 

m 

370 

8,8011 
1,948 
1,068 
2,505 
501 
905 
127 
195 
9B0 
5S5 
170 

ss 

3,118 

1,744 
2,064 
850 
798 

444 

166 

15,241 
6376 
8,068 
4,999 
4,467 
2377 
1,745 
1,736 
1,1094 
808 
706 

a  given  on  MAP  8 

nyni 

12,054 
39.4 

20,688 
49.4 

45^11 
100 

1 

Mw  WoilBsra  ha '. 

Datraifc  in 

1 

u  hf  Mhmm  TMUa 

ggrel 

Hymn 

17,111 

198^000'* 

*iy|Mm  tottt  — b»  al  pcop—  mmfA  m  ■■imfftiiriHg  iadartriw  «iriiMivt  o<  hand  iiiduiallM. 


4fi 


The  figure  of  125,000  factory  workers  for  the  city  of  Detroit  for  the  year 
1913  is  estimated  from  the  State  Labor  Commissioner's  report  for  1909. 

Assuming  that  the  various  factories  selected  in  making  up  the  above  table 
are  fairly  representative  of  the  whole  city  and  dividing  the  above  125,000  workers 
mlo  the  sane  4m  dasses,  the  indications  are  tiiat  approximately  33,000  factory 
worim  pass  tiiroagh  the  heart  of  the  city  in  the  »oiiiii«  and  mnng. 

A  further  check  upon  tfiis  transfer  of  factsory  workers  tiuoagfa  the  heart  of 
the  city,  to  indicate  whether  or  not  they  are  concentrated  upon  particidar  lines 
or  have  a  very  general  distribution,  is  shown  by  the  following  street  comer 
count,  which  was  made  in  the  early  morning  hours  when  the  vehicle  and  pedes* 
trian  traffic  is  practically  absent  from  the  streets  in  and  about  the  City  Hall. 

Street  Comer  Comt  of  Transfers  in  and  Near  CadiOac  Sqoaie  and  City  Hall 

from  5 :30  A.  M.  to  7  KX)  A.  M. 

This  comt  is  only  a  general  indication  of  rdative  %nres  as  at  times  tiie 
tnuiler  was  m  heavy  ft  became  iwipOBBiMt  to  trace  all  the  passengers 


TO  fSOK 

Woodward  .  North  Fort  West    212 

Fort  East    409 

Baker  East   454 

Mkhigan  East    1,233 

Simman  East      106 

Sherman  West   167 

Harper  West   60 

Fourteenth  West    23 

Fourteenth  East    1 

West  Warren   1 

 2,666 

Jefferson  Soo^   MyfOe  Sooth   7 

Harper  West   16 

Woodward  SouA  ...........*.   1 

Sherman  East   51 

Sherman  West   57 

Fourteenth  West   67 

Fourteenth  East    14 

Fort  East   570 

  783 

JoffersM  North  ...... Harper  West   *,...••...  19 

Sherman  West   21 

Fourteenth  West   36 

 76 

47 


HI  FSOII 

Jtiiefion  West  Fort  West   127 

Fort  East   14 

  141 

Fort  East  Trumbull  South   1 

Jefferson  South   16 

  17 

Fort  West  ...Myrtle  South   38 

Hamilton  South    10 

Jefferson  South   191 

TmnibtiU  North   9 

  248 

Fourteenth  East   Jefferson  South   18 

^lerniaii  East   ..*...».............. 3 

  21 

Fonrteentii  West  Sherman  East   11 

'^Knnan  ^ATcst  .........................  44 

Jcffmon  North   4 

Harper  West   13 

72 

Sliennaii  West  .......  Foorteenth  West   58 

Fourteenth  East   37 

Harper  West   11 

Jeffetson  West      16 

  122 

Sherman  East  Foanecnlh  East   73 

Sherman  South  Jefferson  South   SO 

Myrtle  South  ........Fourteenth  West   24 

Fourteenth  East   3 

Sherman  East   21 

Jefferson  Sootfi  •...>'••.*  2 

  SO 

Myrtle  North  Harper  West    3 

Fourteenth  West    2 

Jefferson  North    2 

Shctman  West   4 

  U 

Myrtle  East  Fort  West    14 

Myrtle  West  Fort  East   79 

Trumbull  North  Fort  East   15 

48 


This  table  shows  that  practically  every  line  crossing  the  heart  of  the  city 
contributed  to  the  loading  of  every  other  line,  and  that  the  heaviest  transfer  to 
Woodward  nMlh  was  from  Michigan,  Baker  and  Fort  east ;  the  heaviest  transfer 
to  Jefferson  south  from  Fort  east,  and  that  Woodward  north  received  over  half 
of  the  total  transfers. 

Starting  from  any  one  group  of  factories  and  following  tiie  traffic  lines  of 
tfie  city  across  MAP  8,  it  will  be  seen  that  no  new  belt  or  cross-town  line 
would  serve  a  majority  of  the  people  in  this  factory  group,  but  that  on  the  con- 
trary the  easiest  and  quickest  route  in  most  cases  from  their  homes  to  their 
place  of  employment  is  directly  through  the  center  of  Detroit.  It  is  also  true 
that  dofio^  tibe  rvuAi  hour  more  frequent  service  given  on  these  heavy  lines 
tocowidpossaiiybcmaiirtainedonanyspcciaibelt^eni. 

Conflicting  Crossings  Causing  Traffic  Congestion 

For  purposes  of  analysis  the  trafilic  in  the  congested  district  may  be  divided 
into  three  classes : 

1.  lines  running  north  and  south,  or  those  on  Woodward,  Griswold  and 
paraUd  streets; 

2.  Those  runnii^  east  and  west,  or  cross-town  lines,  crossing  and  inter- 
secting the  former  at  right-angles; 

3.  The  interurban  lines  whidi  run  in  all  <Urections  from  the  center  of  the 

city. 

In  addition  to  the  above  ffiree  classes  there  are  irregular  ''tripper"  routes 
whidi  loop  hi  the  center  of  the  city  and  cross  back  and  forth  throi^  the  general 
congestion. 

A  study  of  DIAGRAM  9,  which  shows  the  scheduled  cars  per  hour  on 
various  streets  between  5 :00  and  6 :00  P.  M.,  develops  very  plainly  the  reasons 

for  a  large  part  of  the  traffic  congestion.  The  schedules  and  passenger  traffic 
figures  for  the  year  1913  have  been  used  in  this  and  other  diagrams  as  repre- 
senting a  more  normal  year  than  1914.  The  1914  figures  were  not  obtainable 
until  just  upon  going  to  press  and  they  have  been  inserted  only  where  valuaUe 
zor  ooBHiBnBon* 

It  wffl  he  noml  on  mAC^^AM  9  that  the  lines  indnded  in  class  1  above 
show  a  car  freqoency  per  hour  of  167  cars  north  bound  and  167  south  bound  on 
Woodward  Avenue  at  State ;  205  south  bound  and  189  north  bound  at  Michigan 
and  Fort,  and  181  cars  in  each  direction  at  Congress,  Earned  and  Jefferson. 
This  very  heavy  traffic  is  opposed  by  the  conflicting  traffic  on  the  above  named 
cross  streets  amounting  to  116  west  botmd  and  45  east  bound  cars  per  hour  on 
State  Street,  more  than  100  cars  per  hour  in  eadi  direction  on  lifichigan  and 
Monroe,  52  west  bound  and  56  east  bonnd  cars  per  honr  on  Fort,  and  83  west 
bound  and  42  east  bowid  cars  per  hour  on  Jefferson. 

A  similar  severe  crossing  congestion  is  evident  on  Griswold,  amoimting  to 
89  south  bound  and  126  north  bound  cars  per  hour  at  State  and  Michigan,  and  95 
south  bound  and  132  north  bound  cars  per  hour  at  Fort.  These  are  opposed  by 
55  west  bound  and  105  east  bound  cars  per  hour  on  State,  132  west  bound  and 
124  east  booad  cars  per  hour  on  Michigan,  and  58  west  bound  and  62  east  bound 
cars  per  hour  on  Fort  Interference  on  Griswold  is  furffier  aggravated  by  a 
faofe  nnnte  of  cars  tntning  in  and  oat  of  mcwiis  fi^ 

49 


points  a  worse  interruption  to  traffic  than  a  right-angle  crossing.  The  congestion 
at  the  comer  of  Grand  River  and  Griswold  is  particularly  bad,  due  to  the  large 
nwnber  of  cars  pmmag,  and  alto  to  the  non-dcaraiice  curve  faMo  Grand  Rhcr 
ffon  Gnswold.  This  'Corve  should  be  rebuiit  for  proper  cleaianct. 

The  intcmrliaii  lines  whkh  enter  the  congested  district  fnm  all  directions 
over  the  main  radial  thorom^fares  constitute  a  special  and  very  annoying  inter- 
ference out  of  all  proportion  to  the  frequency  of  car  operation.  This  is  due  in 
part  to  the  large  size  of  the  rolling  stock  used,  but  more  particularly  to  the  fact 
that  they  turn  in  and  turn  out  of  the  crowded  avenues  in  an  awkward  manner, 
and  that  the  necessity  for  loading  practically  all  their  passengers  at  one  point  in 
f iQnt.  of  the  wlenirban  waitii^p^Qoni  seriousfy  interferes  tiie  operation  of 
iie  rexukr  can. 

At  the  present  time  the  cars  b^;in  blodciqg  first  on  Michigan  east  bound, 
backing  up  usually  for  several  blocks,  and  in  case  of  large  depot  or  baseball 
crowds  the  condition  is  very  much  worse.  This  is  followed  by  congestion  and 
lining  up  of  south  bound  cars  on  Woodward  between  Grand  Circus  and  the 
river,  followed  a  little  later  by  a  similar  blocking  of  the  north  bound  Woodward 
cars.  The  same  condition  exists  on  boA  the  north  and  soudi  bonid  trades  on 
Griswold,  and  is  an  ahnosl  dafly  iiffCMf  fmw  froni  Jefferson  to  Gfluw  Kivcf •  On 
both  Fort  and  Jefferson  then  is  also  a  general  dmlcing  of  car  movements  at  some 
period  duriiqr  the  evening  rush  hour.  On  State  at  Woodward  and  in  Pingree 
Square  there  are  frequent  blockades  of  less  degree.  Other  blockades  and  delays 
occur  at  different  points  from  various  causes,  but  all  of  the  above  mentioned  in- 
terferences result  in  a  general  slowing  up  of  the  car  movement  to  such  an  extent 
as  to  greatty  rednoe  the  capacity  of  the  system  and  to  seriously  inconvenience  the 
public 

SlliHiiifiiitfii  4iiwf fvatmns  of  tfie  i  inif  of  aU  cars  m  tfie  evcniusr  msh'  naxjorf  nn 
Woodward  from  the  south  side  of  Fort  to  the  north  side  of  State,  taken  on  vaiioos 
days,  show  tiiat  every  car  is  delayed  fully  one  minute  by  the  crossing  interferences, 
or  expressed  in  another  way,  the  running  time  is  increased  50%  over  what  it 
should  be  were  there  no  such  interferences.  A  similar  and  even  worse  condition 
was  disclosed  by  like  observations  on  Michigan  and  Gratiot  between  Wayne  and 
Urary,  where  iStm  excess  time  refuired  east  bound  was  nearly  four  mumtes,  or 

various  crossing  ddays  are  cunui- 

httive  and  the  observations  throughout  the  congested  district  show  that  the  time 
so  lost  is  a  very  serious  matterr  The  following  table  gives  the  Miniciiial  results  of 
these  time  observations : 


SO 


Table  of  Time  Delays  Resulting  from  Crossing  Interferences  in  Congested 

District  During  Bvaniiig  Rush  Period 


VfWdkil^HMM^     ff  ■■  ■   ^^^^M  — -^^.m    -       .     .  M 


Utubstnickd 

A 

0 

Average  unobstructed  running  time 
from  south  side  of  Fort  St.  to 

south  side  of  State  St  

Average  loading  time  at  Fort  St  

Average  loading  time  at  SUte  St. 
and  tune  of  unohatnictcd  cwmwm 
ef  Slate  St  T!T^. 

50.8" 
28.8" 

46.4" 

Average  nmning  time  from  south 
side  of  Fort  St.  to  north  side  of 
State  St.  and  loading  time  at  Fort 
St.  and  State  St.  of  ail  cars  in 

rar 

Average  Total  time                        2*0^  .        .  ...  2'fiB" 

AraacetbMoCdday...  StT 

Mifiiigsn  and  Bator  Cats  Bsatbound 

Unobstructed 

A 

(^strticled 

B 

AvcrasB  nuimag  time  from  Wayne 

tonoMrst  

Average  loading  time  at  Griswold, 
Shelbjr,  Woodwaid  and  Monroe  Sta. 

Avcsage  nmung  time  from  Wayne 
to  Fanaer  and  loading  time  at 
Shelby,  Griswold,  Woodward  and 
Monroe  Sts.  of  all  cars  in  evening 

Average  Total  time                         3' 48"  raa" 

is{gii^«n      Bator  Cars  WBSfhoand 

Umbtlmati 

A 

B 

Average  loading  time  at  Woodward, 
CdwwM,  Shdby  and  Waaiiii«iaa 

lar 

Average  running  time  from  Farmer 
to  Washington  and  loading  time 
at  Woodward,  Griswold,  Shelby 
and  Washington  Streets  ia  cveaiug 

£3q[>lanation 


OaiHNl''A"  is  the  average  of  a  large  number  of  stop  watch  observations  of  cars  passing  through  the 
congested  district  without  vehicle  or  car  croming  interference  wiUi  an  average  paraeivar 
loading  at  each  rtop  improximately  aqasi  to  dw  awrage  pameagtr  hmMag  at  each  atop 

of  cars  observed  in  column  "B." 

Cohmin  "B"  h^^vMage^^rtog ^iwUA  observations  of  the  running  and  loading  time  of  all  can 

Future  Tx«ffic  Growtfi 

The  car  frequencies  per  hour  shown  on  DIAGRAM  9  wpresent  tfie  traffic 
conditions  of  the  1913  schedule.  It  is  desirable,  however,  to  approximate  the 
future  vohune  of  traffic  in  Detroit  in  attempting  to  lay  out  a  suitable  plan  of 
relief. 

51 


The  total  street  car  revenue  passengers  per  capita  in  Detroit  and  its  suburbs 
have  increased  from  198  per  annum  in  1904  to  340  per  annum  in  1913.  an  increase 
of  71.8'/f .  This  increase  has  been  quite  regular  with  the  exception  of  a  slight  set- 
back in  1908,  and  in  1914  the  revenue  rides  per  capita  dropped  to  333,  the  de- 
crease being  probably  due  to  busincsg  con^fitioas.    (See  diagram  inlOammg 

The  history  of  other  Amercian  cities  shows  that  on  reaching  a  popcilation  of 
from  700,000  to  800,000,  the  rides  per  capita  do  not  increase  at  Ae  same  rate  as 
formerly.  It  is.  however,  safe  to  predict  that  even  if  the  revenue  rides  per 
capita  do  not  increase  there  will  be  a  growth  in  the  number  of  passengers  trans- 
ported by  the  street  car  lines,  due  to  the  continued  growth  of  the  city  of  Detroit, 
and  this  most  be  met  with  larger  facilities. 

The  present  conccntralioo  in  liie  limited  ar^  of  the  business  district  is,  we 
bdieve,  a  iimily  fixed  diaracteristic  of  die  city,  and  this  district  will  con^mne 
to  be  the  temunus  or  the  transfer  and  passing  point  of  a  large  fwoportioo  of  the 
additional  passengers  who  will  have  to  he  hantUed. 

There  is  notable  building  activity  noriluvard  along  Woodward,  consisting 
of  retail  stores  and  office  buildings,  and  arouiul  ( irand  C  ircus,  consisting  of  large 
modem  hotels  and  office  buildings.  The  further  progress  northward  of  this  de- 
vdopment  is  probable,  and  a  similar  growth  east  and  west  of  Woodward  on  the 
adjacent  streets  between  Grand  Grcos  and  Fort  is  already  noticeable.  As  the 
c^  grow  s  this  business  area  will  expand  in  various  directicms  and  even  new 
centers  of  business  activity  may  develop  at  a  greater  distance  from  the  City 
Hall.  However,  when  viewed  from  the  standpoint  of  the  whole  city  area,  this 
expansion  will  change  only  in  a  minor  degree  the  general  character  of  the  con- 
centrated congested  center  of  business  activity  to  and  from  which  the  great  bulk 
of  tile  ^uly  rush  hoar  traffic  must  be  moved.  As  the  three  and  four  story  build- 
rags  usual  in  this  district  are  replaced  with  modem  high  buildiims,  the  traffic 
congestion  will  inevitably  increase. 

Another  condition  which  will  prove  a  factor  in  the  growth  and  concentration 
of  traffic  is  the  building  of  apartment  houses  in  districts  containing  detached  resi- 
dences. This  will  concentrate  a  large  population  in  a  small  area  and  enormously 
increase  the  traffic  tributary  to  the  adjacent  transportation  lines.  At  present  this 
growth  is  principally  noticeable  in  the  district  adjacent  to  Woodward  north  of 
Grand  Gnm  and  extends  more  or  less  all  the  way  to  the  Grand  Boulevard. 

Any  for  traffic  relief  and  ext^sions  should  be  laid  out  to  meet  tbt  im- 
mediate  demands  and  obvious  future  necessities,  combined  if  possiUe  wfdl  as 
great  flexibility  for  extenuons,  additions  and  changes  as  future  developments  may 
i»we  necessary. 


52 


nOPOSBD  imiSDIATB  KBUBP  WITHOUT  LAIKIB  SJCPBNSfi 

UK  XlCiil#&  VllJilf  IJwo 


llteet  Collectors 

The  introduction  of  street  collectors,  as  suggested  by  us  early  iti  December, 
1914,  has  demonstrated  the  practicability  of  loading  more  rapidly  than  heretofore 
by  the  simultaneous  use  of  the  front  and  rear  doors.  A  collector  in  the  street 
receiving  fares  at  the  front  or  exit  door  of  the  car,  and  at  the  same  tine  assisting 
passeiifers  as  ivdl  as  actinfr  as  a  disintdier,  secmes  the  prompt  movement  of  cars 
upon  the  hkmring  of  the  tralHc  officer's  whistk.  By  this  means  a  more  uniform 
movement  of  cars  is  eficcted*  due  to  their  beine  loaded  and  ready  to  start  when 
the  crossing  is  clear. 

In  congested  traffic  movements,  the  question  of  a  few  seconds  in  a  single 
(^ration  is  vital.  The  time  actually  occupied  by  a  car  in  passing  over  crossing 
tiadks  m  very  small  oHnpared  to  the  time  required  to  start  and  readi  the  crossing, 
and  when  to  this  time  is  added  a  deky  of  some  seconds  before  Ae  car  starts  an 
mmcccssary  lots  of  time  occurs,  during  which  the  ciiiiiiflf  is  idle.  The  idoA 
maximum  o^dty  can  be  obtained  only  by  moving  cars  in  groups  in  both  direc- 
tions over  the  crossing  on  one  route,  and  following  these  by  an  immediate  move- 
ment of  the  (qjpqsing  traffic  the  instant  the  rear  of  the  last  car  has  cleared  the 
crossing. 

Checks  of  the  loading  periods,  crossing  delays  and  general  car  movements 
on  Woodward  from  Jefferson  north  to  Grand  Grcus,  4mmg  the  evening  rush, 
indicate  tihat  with  the  front  door  collectors  now  stationed  at  Fort,  Staie  and 
Grand  River,  the  nmnn^  time  has  been  material^  reduced  and  tiie  congestioo 

and  blocking  of  cars  very  greatly  relieved. 

Where  the  loading  is  very  heavy,  it  is  frequently  advantageous  to  all  con- 
cerned to  shut  off  passengers  crowding  on  the  first  few  cars  and  to  dispatch  these 
cars  rather  than  delay  the  whole  line  to  allow  a  few  additional  passengers  to 
board.  This  can  be  done  by  the  street  collector,  who  must  cooperate  with  the 
traffic  oAicer  at  the  crossing. 

The  proper  handling  of  vehicle  and  pedestrain  traffic  at  these  crossings  re- 
quires that  they  in  like  manner  moii|||^^  with  the  traffic  signal.  I  he  use 
of  s]}ecial  police  officers  for  this  polpvlrStatc  Street  and  Woodward  Avenue 
is  of  great  assistance. 

Platlbim  Changes  in  Piy-«i>yoii-«nter  Cart 

A  further  increase  in  the  loading  capacity  of  the  pay-as-you-enter  type  of 
cars  could  be  made  by  converting  the  rail  dividing  the  entrance  from  the  exit 
steps  of  the  rear  platform  of  the  car  iiito  a  removable  one.  By  removing  this 
tai  at  heavy  blading  points  it  would  be  possible  to  load  passengers  at  Aree  en- 
trances-^one  in  front  and  two  at  the  tear.  This  would  approximately  cut  the 
jfmj^t^'  time  to  'onc-tlwd.'' 

54 


Slop  Stops  and  Two-car  Units 

All  car  lines  within  a  city  have  periods  of  greatest  demand  for  service,  de- 
pending upon  the  character  of  service  predominating;  that  is,  whether  a  transfer 
line  or  line  of  originating  travel.  Obviously,  the  capacity  of  any  line  where  the 
prmc^  traffic  during  the  rush  hours  is  m  one  direction  is  limited  by  the  number 
of  cars  which  can  be  operated  during  tfus  intervaL  To  handle  traffic  properly,  a 
study  of  two  important  considerations  is  necessary— the  ntunber  and  capacity  of 
cars,  and  the  scheduled  speed. 

Increasing  the  number  of  cars  to  reduce  crowding  only  tends  to  make  con- 
ditions worse,  unless  scheduled  speeds  and  delays  are  taken  into  account.  The 
increase  of  scheduled  speed  of  cars  does  not  necessarily  mean  an  increase  in 
haaard,  as  the  scheduled  speed  can  be  increased  by  reducing  the  number  of 
stops. 

The  method  of  operating  two-car  units  has  been  successfully  tried  in  a 

number  of  cities  and  has  resulted  in  increased  capacity.  In  Denver,  Qllofado, 
two  car  units  have  been  in  use  for  some  time  and  have  practicaUy  solved  the  peak 
hour  problem. 

The  double  unit  feature  enables  much  better  time  to  be  made  in  congested 
thoroughfares  dian  is  possible  a  multiplicity  of  single  units,  and  provides 
from  one-third  to  one^udf  greater  seating  capacity.  The  running  time  with 
double  units  has  been  found  to  be  practically  the  same  as  with  single  units. 

One  of  the  best  examples  of  the  increased  capacity  whidi  can  be  obtained  by 
the  two-car  system  and  skip  stops  is  on  the  Superior  Avenue  line  in  Qeveland. 
On  this  street,  where  formerly  conditions  of  bad  crowding  and  congestion  of  cars 
obtained  with  the  operation  of  single  units,  by  the  introduction  of  two-car  units 
sad  the  reduction  of  the  number  of  stops  from  15  to  9  per  mile,  the  headway  has 
been  changed  from  one  mimtte  to  one  ounute  and  a  half,  and  congestion  of  cars 
on  the  streets  has  been  eliminated.  In  1913,  40%  more  passengers  were  carried 
than  in  1910,  and  the  capacity  of  the  line  is  still  well  under  the  limit. 

Trailer  car  or  two-car  operation  has  also  been  used  with  success  in  Buffalo, 
Milwaukee,  Pittsburgh,  Newark  and  many  other  places. 

^  In  Detroit,  on  the  principal  avenues  where  recommendations  are  made  for 
trailer  car  operation  with  skip  stops,  especially  on  Woodward  Avenue,  it  is  esti- 
mated that  by  usmg  a  large,  light  weight  trailer  car  and  reducing  the  iiumber  of 
possible  stops  per  mik  from  about  12  at  present  to  8,  the  scheduled  speed  wiU 
be  raised  about  10%  and  the  capacity  of  the  line  50%. 

The  introduction  of  skip  stops  and  trailer  cars  will  considerably  relieve  the 
present  congestion  and  enable  additional  traffic  to  be  handled  for  a  considerable 
period. 

Temporary  Rerontfng 

A  serious  element  of  delay  at  the  present  time  is  due  to  several  car  move- 
ments which  can  be  partly  or  wholly  eliminated  without  any  additions  or  altera- 
tions in  tracks  or  switdies. 

The  north  bound  Brush  Street  cars  at  present  routed  from  Jefferson  via 
Woodward  to  Monroe  should  be  rerouted  from  Jefferson  via  Bates  Street,  across 
CadiUac  Square  to  Farmer,  and  thence  to  Monroe.  This  route  is  practically  as 

55 


convciiieiit  as  at  ptesent  and  the  wmovai  of  these  care  ffwa  the  crams  at 
Wciodwaid  and  Monroe  will  be  a  great  relief . 

The  saiA  homd  congestion  on  Woodward  Avenue  during  the  height  of  the 
msh  hour  may  be  relieved  by  rerouting  some  of  the  Hamilton  Avenue  cars  south 
flora  Grand  River  Avenue  along  Griswold  and  Shelby  to  Jefferson,  thence  to 
Woodward  and  north  as  at  present. 

The  Rapid  Railway  interurban  cifs  have  a  very  bad  routing  froai  Ifonroe 
across  Woodward  and  along  Midiigan  to  Griswold.  where  Ihey  torn  south  on 
Griswold,  crosshig  and  opfiosing  all  of  the  lines  at  that  point  Rerouting  these 
cars  from  Monroe  sooth  on  Woodward,  and  making  the  internrban  loop  through 
Qngress  in  the  same  way  as  the  Pontiac  and  Flint  cars,  would  simplify  and 
Itirve  both  crossings.  Returning,  these  cars  may  pass  east  on  Congress,  up 
Bates  to  Farmer  to  Monroe,  thence  as  at  present. 

The  Detroit,  Jackson  &  Chicago  line  east  bound  may  be  rerouted  down 
Michigan  to  Shelby,  Uience  to  Jefferson  and  around  the  hUerurhan  loop  past  Gris- 
wold and  Lamed,  rctornang  as  at  present 

The  Ordiard  Lake  line  may  be  run  east  bound  down  Shdby  to  Jefferson  and 
hiop  thence  htA  up  Griswold  as  at  present 

The  above  changes  can  be  made  at  once  and  will  give  material  relief  to  the 
crossing  congestion. 


96 


PROPOSED  COMPLETE  REROUTING  OF  SURFACE  CAR  LINES 


The  reiontings,  changes  and  improvements  just  described  will  accelerate 
car  movements  and  give  material  immediate  relief,  but  the  present  unsatisfactory 
conditions  can  be  still  further  relieved,  and  in  a  more  permanent  way,  by  carrying 

out  the  comprehensive  rerouting  scheme  hereafter  described. 

The  following  detail  plans  of  rerouting  are  intended  to  permanently  relieve 
the  present  crossing  interferences ;  to  overcome  the  downtown  congestion,  and 
to  accelerate  car  movements  throughout  Detroit  with  a  minimum  change  in  the 
estaUished  car  routes. 

Through  Lines  Instituted  in  1895 

The  principal  and  characteristic  cross-town  routes,  such  as  the  Michigan, 
Gratiot.  Baker  and  Jefferson-Grand  River,  were  made  up.  it  is  understood,  by 
combining  in  1895  scperate  lines  on  either  side  of  the  city.  The  condition  at  that 
time  apparently  required  such  an  arrangement  to  relieve  tlic  existing  congestion. 
The  usefulness  of  this  through  routing  system  is  limited  by  the  operating  capacity 
of  the  crossii^.  The  limit  of  the  capacity  of  many  of  these  crossings  has  now 
been  reached  and  a  sohition  of  the  problem  of  present  congestion  requires  that 
the  through  routing  of  cross>town  lines  be  reduced  to  a  minimum  so  as  to  de- 
crease crossii^  interferences. 

Traffic  Counts 

Commencing  about  September  1.  1914,  and  continuing  until  the  latter  part  of 
December,  we  had  a  corps  of  observers  who  rode  on  all  the  city  car  lines,  counted 
the  passengers  and  observed  other  conditions.  This  work  was  divided  into  two 
classes: 

1.  The  continuous  riding  of  lines  from  one  terminus  to  another,  recording 
^  number  of  passengers  loading  and  unloading  at  every  street  comer ;  the  time 
from  point  to  point;  the  ntunber  of  passengers  on  the  cars  at  various  points; 
transfer  conditions ;  and  a  few  other  special  items  peculiar  to  individual  lines. 

2.  Additional  trips  on  all  lines  through  the  congested  district  extending 
from  the  river  to  Grand  Circus,  and  from  Second  to  Randoph. 

The  records  of  these  observations  are  divided  into  four  periods — the  first 
from  Sm  AM.  to  9*0  A.M.;  the  second  from  9«)  A.M.  to  4:00  P.M.;  the 
third  from  4.00  P.M.  to  6K)Q  P.M.,  and  the  fourth  from  600  P.M.  until  mid- 
night. 

The  object  of  the  first  class  of  trips  was  to  determine  the  source,  destination 
and  general  characteristics  of  the  traffic  movement  on  each  line.  The  second 
class  of  observations,  confined  to  the  congested  district,  were  made  with  the  view 
of  determining  by  a  larger  number  of  observations  all  the  details  of  the  loading 
and  unloading  conditions  and  the  proportion  of  through  traffic  from  one  side  of 
the  congested  area  to  the  other. 

57 


The  details  of  t!iese  observatioiis  are  contained  in  tabulated  form  in  Appen- 
dices B  and  C,  and  are  given  in  diagrammatic  form  in  the  following  chapter. 


It  is  quite  ohvious  that  the  double  crossing  of  Woodward  Avenue  by  the 
Fort  Street  line  in  order  to  loop  around  Cadillac  Sifnare  (see  MAP  5)  is,  from  a 
standpoint  of  convenience  to  passengers,  totally  unwarranted.  If  this  line  were 
turned  in  a  loop  on  the  west  side  of  Woodward  at  the  City  Hall  (see  MAP  5 A) 
it  would  require  the  present  loading  point  of  passengers  to  be  transferred  only 
200  feet  from  Cadillac  Square  to  a  point  on  the  opposite  side  of  Woodward 
Avenue. 

The  Michigan-Gratiot,  Michigan-Mack,  Sherman  and  Baker  cars  crossing 
Woodward  Avenue  duriiig  the  rush  hours  are  crowded  and  give  the  superficial 
observer  an  erroneous  impression  of  the  importance  of  this  cross-town  traffic. 
Passengers  originating  east  of  Woodward  Avenue  make  a  practice  of  crossing 
Woodward  Avenue,  then  walking  along  Michigan  Avenue  toward  the  west  in 
order  to  intercept  east  bound  cars  before  they  have  become  heavily  loaded.  This 
tends  to  exaggerate  the  apparent  necessity  of  these  cars  crossing  Woodward 
Avenue. 

During  the  evening  rush  hour  the  great  traffic  movement  is  away  from  the 
center  of  the  city.  The  demand  on  the  foregoing  lines,  therefore,  is  for  a  large 
numlier  of  cars  moving  westward  from  Woodward  toward  the  ends  of  the  west- 
ward bound  lines  and  east  from  Woodward  toward  the  ends  of  the  east- 
ward bound  lines.  The  cars  needed  to  supply  this  heavy  demand  approach  the 
center  of  the  city  in  a  comparatively  empty  condition.  The  present  arrangement, 
therefore*  supplies  these  access  cars  approaching;  tiieir  loadh^  points  fnm  the 
wroi^  side  of  Woodward  Avenue  in  each  case ;  that  is,  under  tiie  present  routing 
all  the  heavy  car  service  required  to  move  the  evoiing  crowd  west  from  the  center 
is  supplied  from  the  east  side  of  Woodward  Avenue,  and  the  large  number  of 
cars  necessary  to  move  the  traffic  eastward  from  Woodward  Avenue  are  supplied 
from  the  west  side,  resulting  in  an  absolutely  unnecessary  crossing  of  this 
avenue. 

On  the  next  page  the  traiic  diagram,  made  to  show  primarOy  iSm  ooabiiied 
traffic  on  the  Mkhigan,  Baker  and  Sherman  lines  during  the  rush  period  in  the 
congested  district^  indicates  that  many  of  the  cars  now  crossing  Woodward 
Avenue  are  quite  unnecessary. 

The  lowest  diagram  shows  graphically  the  number  of  cars  passing  either  way 
during  the  rush  hour  at  present.  The  diagram  immediately  above  shows  in  shaded 
area  the  total  number  of  such  cars  which  are  believed  to  be  actually  necessary 
to  handle  the  throq|^  traffic 

The  foregoiqg  diagrams  discbse  the  fact  that  during  iie  evening  radi 
period  55%  to  65%  of  the  passengers  enterii^  or  leaving  dm  downtown  district 
do  not  need  to  ride  across  Woodward  .Avenue.  During  other  periods  of  the  day 
this  i)ro|X)rtion  reaches  as  high  a  figure  as  70%.  An  analysis  of  this  traffic  shows 
that  the  present  through  traffic  on  the  different  lines  does  not  require  more  than 
317c  to  47%  of  the  number  of  cars  now  operated. 

The  recommended  rerouting  hereafter  given  it  based  m  part,  on  the  facts 


SB 


•howii  on  these  dngrams,  the  west  bomid  cars  crossing  Woodward  Avenne  beu^ 
feduced  from  112  to  39,  and  those  going  east  from  118  to  53. 

This  rerouting  has  been  made  on  the  basis  of  actual  counting  of  passengeii 
and  on  further  assumptions  as  to  traffic  originating  in  the  vicinity  of  Woodward 
Avennf  and  carried  by  the  cross-town  lines.  It  was  assumed  that  west  bound 
traflic  originating  between  Library  Street  and  Woodward  Avenue  will  load  on 
cars  west  of  Woodward,  and  cast  bound  traffic  origioatiiv  between  Shelby  Street 
and  Woodward  Aycnne  win  load  on  cars  east  of  Woodward. 

To  provide  facilities  for  west  and  east  bound  traffic  and  ^  adaal  Ihrai^ 
traffic,  the  rerouting  has  arranged  for  a  limited  number  of  cars  across  Woodward 
Avenue  and  the  balance  of  the  cars  are  turned  on  Ioio|»  before  leadw^  Wood- 
ward Avenue. 

The  diagrams  further  indicate  that  a  through  traffic  exists  on  these  lines, 
being  a  proportion  of  the  people  entering  the  districts  east  bound  at  Abbott  Street 
and  stiU  remaining  on  the  cars  when  leaving  at  Randolph  and  Gfitiot,  and  Tioe 
ma.  Provision  is  made  to  carry  this  traffic  by  a  dhrersion  of  a  portion  of  die 
car  service  across  Woodward  via  State  Street 

HiiHni  Pim  of  Prapoicd  Reroiitfaig 

The  general  for  the  proposed  rerouting  for  the  entire  city  is  shown  on 
MAP  2,  winch  also  includes  in  dotted  lines  proposed  additions  and  extensions 
to     street  car  system. 

On  MAPS  5  and  5A  are  shown  respectively  the  present  rontiiv  and  the 
proposed  routing  of  cars  throng  iSm  coiwested  district  The  principal  routes 
are  designated  by  different  symbols  and  colors.  The  same  deslgnatioii  k  «ted  00 
both  maps  for  each  line. 

MAPS  2,  5  and  5A  do  not  show  the  interurban  lines  within  the  city  limits. 

The  proposed  conqiiete  rwouting  of  the  surface  car  lines  is  based  upon  the 
idea  of  eWmliation  of  unnecessary  conflicting  crossings  by  the  introduction  of 
loops  on  eadi  side  of  Woodward  Avenue  and  the  continued  tiooi^  rmu^  of 
only  such  a  portion  of  cars  from  various  routes  as  aro  wwiMled  by  Mil 
through  traffic. 

On  MAP  5A  the  proposed  loops  are  shown  by  wide  solid  lines  in  bbdc,  red 
and  green.    These  loops  are  briefly  described  as  follows: 

The  City  Hall  loop  to  and  from  Michigan  Avenue  is  used  to  turn  the  Michi- 
gan, Baher,  Tramboll,  Michigan  Central  Dqwt  and  Sherman  cars.  A  second 
tiacfc  around  the  City  HaO  provides  for  the  north  bomid  Jeflfersoo,  Foorteendi 
and  Warren  lines,  which  return  sooth  bound  via  Shelby. 

The  Fort  Street  cars  loop  south  of  the  City  Hall,  rctnmin^  via  Wood* 
ward,  Congress  and  Wayne  to  Fort  Street. 

There  are  three  loops  in  Cadillac  Square,  not  including  the  interurban 
tricks.  The  first  loop  is  used  to  turn  the  Gratiot,  Mack  and  Baker  cars  from 
Mooroe  Avenue  eastward  to  Randolph  to  Pingree  Square.  The  second  loop  is 
used  to  turn  the  Foorteenth,  Brush,  Harper,  Fort  and  Sherman  east  lines 
from  Monroe  eastward  to  Bates  to  Library  or  La&ycttc,  oaittg  the  pitaent 
east  bound  track  fMt  Monroe  Avenue  for  west  hound  opeittioa.  The  third 
loop  is  used  to  turn  the  Woodward  and  Hamilton  cars  via  Congress  and  Bates 
through  the  west  end  of  CadiUac  Square,  tumtng  back  on  Woodward  north 

m 


bound.  The  necessary  portion  of  Woodward  and  Hamilton  cars  arc  continued 
dow  n  Woodward  to  the  river,  looping  via  Atwater  and  Bates,  or  run  to  Third 
and  Jefferson,  as  necessary. 

A  continuation  of  the  through  service  north  of  the  City  Hall  via  State  Street 
and  south  of  the  City  Hall  via  Congress  and  Lamed  Streets,  restricted  to  the 
abscJute  needs  of  the  legitimate  through  business,  is  provided. 

In  the  east  end  of  CadSBac  Square  is  jn'ovided  m  interurban  tramsfer,  ccm- 
sbt^  of  trades  tn«de  of  the  kx^ied  trades  just  mentioned,  die  plan  being  to 
divert  the  interurban  cars  entirdy  from  the  coi^sted  area  about  tfie  Gty  Hall, 
as  will  be  described  in  detail  later  and  as  shown  on  MAP  lOA. 

The  proposed  loop  system  occupies  less  space  through  the  center  of  Cadillac 
Square  than  the  existing  looped  tracks,  the  removal  of  which  is  contemplated. 
The  present  clearance  from  the  curb  on  either  side  of  Cadillac  Square  to  a  car  pass- 
ing on  ^  present  loop  is  27  feet ;  this  dearance  will  be  increased  to  41  feet  6  inches 
at  the  west  end  and  38  feet  4  inches  at  the  east  «id,  whatever  obstruction  the  cars 
may  form  being  confined  to  the  middle  of  the  Square,  leaving  wide  and  anq;>le 
vehicle  space,  which  is  much  more  available  than  under  the  present  arrangement, 
and  at  the  same  time  utilizing  the  central  space  for  a  ccmvenient  and  safe  pas- 
senger transfer  area. 

DIAGRAMS  9  and  9A  show  the  car  frequencies  in  the  congested  district 
for  the  present  and  proposed  routed  systems.  The  width  of  the  black  bands 
show  die  rdalive  munbor  of  cars  per  hour  on  the  various  streets  during  the  even- 
ing omgesticm  as  taken  froni  the  maximum  1913  schedule.  The  figures  show 
monerically  the  same  facts.  The  arrows  indicate  direction  of  cars. 

The  diagram  of  present  routing  shows  more  than  double  the  number  of 
crossing  interferences  than  the  diagram  of  the  proposed  system.  The  rerouted 
plan  reduces  the  number  of  crossing  interferences  to  a  minimum. 

The  Jefferson  line  throughout  its  route  in  both  directions  under  the  rerouted 
plan  w^  have  opposing  car  crossii^  reduced  about  50%  from  the  present  condi- 
tion; the  Mid^ian  line  56%,  and  the  Woodward  line  75%. 

The  rerouted  plan  will  give  exactly  the  same  car  service  to  and  from  the 
center  of  the  city,  on  the  various  lines,  as  at  present  and  include  a  system  of 
through  cars  on  the  principal  lines  in  proportion  to  the  legitimate  through  traffic. 
The  rerouting  plan  adheres  as  far  as  possible  to  a  continuous  one  way  move- 
ment of  cars.  Any  diversion  from  a  given  route  is  turned  off  in  the  direction  of 
die  traffic.  It  f  urtiber  secures  as  equd  a  distribution  of  the  cars  on  die  various 
main  dioroughfares  as  possible. 

The  detafled  track  spacing,  curves  and  switches,  particulariy  in  the  Campus 
Martius  (the  space  in  front  of  the  City  Hall)  and  Cadillac  Square  are  arranged 
to  coordinate  the  vehicular,  pedestrian  and  car  movements  with  the  least  inter- 
ference. 

On  MAP  6  are  shown  the  tracks  as  they  will  appear  when  all  the  changes 
contemplated  in  the  rerouting  recommendations  herein  made  are  completed. 
The  direction  of  the  various  car  lines  is  indicated  by  arrows  jrfaced  oeotrally  in 
the  trades.  The  l%^t  dashed  lines  with  arrows  indicate  die  so|sgested  vd^ide 

routes  to  give  the  greatest  freedom  of  movement  for  all  classes  of  traffic.  Curb 
high  loading  platforms  are  suggested  in  Monroe  Avenue  between  Randolph  and 
Woodward  for  the  safe  handling  of  i^assengers  on  the  west  bound  inside  looped 

61 


track.  Hie  pbm  nqitties  increaistiig  the  distance  between  the  two  existinf  tracks 
in  Monroe  Airenue  in  order  to  provide  space  for  these  loMliqg  piatforms.  A 

similar  platform  for  the  Fort  Street  loop  is  shown  near  the  fountain  at  the  com^ 
of  Fort  Street  and  Woodward  Avenue.  A  waiting-room  for  interurban  pas- 
sengers is  indicated  in  the  center  and  eastern  end  of  Cadillac  Square. 


TRAFFIC  DIAGRAMS.  ORIGIN,  DBSTIIIATION,  AND 

CAR  LOADING 


On  the  following  pages  are  shown  diagrams  presenting  graphically  the  in- 
formaticm  obtained  by  traffic  observations  and  which  is  presented  in  tabular  form 
in  Appendix  C  Diagrams  are  given  for  each  important  line,  the  smallest  outlying 
Hoes  only  bang  Ofnitted.  These  diagrams  aie  of  the  same  general  form  and 
vary  only  in  miimportant  details.  The  informatioa  thus  shown  is  of  two  dasses: 

A.  The  distributioa  of  die  loading  and  unloading  by  streets  and  dis- 
tricts. 

B,  The  observed  passengers  on  cars  for  various  districts  and  periods 
of  time. 

The  information  in  Class  "A"  is  plotted  for  each  street  in  each  direction  and 
shows  dw  total  number  of  passengers  per  annum  (1913)  boarding  and  alighting. 
These  o«dinstes  are  plotted  from  the  figures  given  in  the  tables  of  Appendix  C 
in  the  two  extreme  rigfatfaand  columns.  The  abscissae  show  miles  of  line,  and  the 
actual  distances  from  point  to  point  may  be  obtained  by  use  of  the  "Scale  in  miles." 

The  information  in  Qass  **B"  is  plotted  on  the  same  horizontal  scale  as 
Qass  "A",  the  vertical  scale  showing  the  number  of  passengers  on  board  the  cars 
at  any  point.  These  figures  are  derived  from  the  same  observations  as  the  tables 
shown  in  Appendix  C. 

In  general,  ^  curves  of  car  loading  show: 

1.  The  average  passengers  on  cars  during  the  rush  period,  which  is 
in  the  morning  or  evening,  depending  upon  the  character  of  the  line. 

2.  The  average  passengers  on  cars  m  the  maximum  hour  daring  the 
nt^  period  in  the  congested  district 

3.  The  maximum  passengefs  on  cars  in  the  rush  period  in  the  congested 
district. 

4.  The  average  seating  capacity  for  the  cars  in  use. 

These  diagrams  are  based  upon  observations  extending  over  the  period  of 
this  traffic  survey  (September  1st  to  December  15, 1914)  and  represent  fair  aver- 
age conditions. 

A  study  of  these  diagrams  develops  certain  general  facts,  which  may  be 
briefly  summarized  as  follows : 

1.  The  predominant  loading  and  unloading  in  the  delivery  district  near 
the  City  Hall. 

2.  The  heavy  transfer  from  all  intersecting  lines  to  the  cross-town  lines, 

3.  The  marked  transfer  from  all  lines  to  all  other  lines  at  each  transfer 
point. 

4.  The  heavy  car  kiading  on  both  sides  of  Woodward  on  lines  crossing 
tile  ddfiveiy  dtrtrkt 

63 


5.  The  change  of  load  on  these  Hnes  in  the  congested  district. 

6.  The  heavy  loading  of  cars  on  certain  outlying  lines  when  sudden 
traffic  demands  escceed  the  sdiedule  f  txMa  ibc  ddhreiy  di^rkt 

7.  The  mmber  of  passengers  stamUng  for  long  distances  over  consider- 
aUe  periods  of  time. 

8.  The  very  crowded  amdition  of  cars  on  man^  lines  in  the  <XN^;ested 
district  during  the  rush  period. 

The  Woodward  lines  north  bound  show  about  56%  of  the  passengers  loaiiiijr 
between  the  depot  and  the  river  and  Grand  Circus,  and  a  very  sli|^  unloading  in 
this  diirtrict  exc^t  at  jfefferKMl  Avenue,  which  is  a  transfer  point  to  the  important 
Jefferson  line.  Between  Grand  Circus  and  the  cross-town  lines  the  loading 
and  unloading  is  fairly  equal  and  of  a  very  considerable  volume.  The  heavy 
transfer  at  Forest  and  Warren  is  very  noticeable.  Another  important  unloading 
district  is  between  Hendrie  and  the  Boulevard,  where  the  unloading  consists 
largely  of  factory  workers  employed  in  the  district  located  along  the  Bdt  Line 
Railroad.  The  unloaduig  between  this  point  and  Highland  Psfk  is  heavy  and 
oonpaiativdy  even  for  the  various  districts,  while  the  loading  in  the  same  section 
is  comparatively  small.  The  largest  unloading  point  is  at  the  Ford  plant  in 
Highland  Park,  where  17.2%  of  the  total  north  bound  traffic  alights.  A  very 
considerable  unloading  takes  place  between  the  Detroit  Terminal  Railroad  and 
Log  Cabin. 

The  south  bound  diagfani  ^Kiws  similar  characteristks  to  the  north  bound, 
excqit  tihat  the  passengers  loading  and  unloadii^  at  different  pomts  are  generally 
reversed.  A  strildi^  difference,  however,  is  the  much  greater  unloading  south 
bound  at  Michigan  Avenue  than  the  corresponding  loading  north  bound  at  this 
point,  indicating  that  the  destination  of  the  south  bound  passengers  is  quite 
definite  and  that  north  bound  the  passengers  board  from  a  more  widely  distributed 
area. 

Marked  characteristics  of  this  line  are  the  very  large  loading  and  unloading 
in  the  congested  district;  tlM  owqtaratively  even  loading  and  unloading  between 
that  p(Mnt  and  H^jhland  Park,  and  the  vary  heavy  Im/^&ag  and  unloading  at  the 
Ford  plant  in  Highland  Fxtk. 

The  loading  of  the  cars  as  indicated  by  the  car  loading  diagrams  shows  that 
on  an  average  throughout  the  day  the  cars  were  loaded  slightly  beyond  their 
seating  capacity  and  that  this  condition  extends  north  bound  from  Adams  to  the 
Boulevard,  a  distance  of  3  miles,  and  south  bound  from  Melbourne  to  Grand 
River,  a  distance  of  3>4  miles.  The  curves  of  mayimnm  loading  do  not  show 
a  GOoditifMi  of  excessive  crow<&%  but  show  large  numibm  of  passengers  standing 
for  4  miles  nortfi  bound  and  5^  miles  south  bound.  The  general  loading  amdi- 
tions,  as  observed,  show  heavy  loading  at  all  hours  of  the  day,  passogers  stand- 
ing more  tfian  m  any  other  line  in  non-rush  periods. 

JeffwMB  Lines 

The  Jefferson  lines  show  mariced  points  of  heavy  kxiding  and  unk>ading, 
particolai^  in  the  congested  district,  the  origin  and  destmatkm  of  the  rest  of  the 
passengers  bemg  f aitty  evenly  distributed  over  the  length  of  the  line.  The  heavy 

65 


pfHots  Bit  the  Fourteenth  and  Warren  transfer  and  Field  transfer.  The  same 
condition  exists  for  tiie  west  bound  loading  and  unloading. 

•  The  curve  of  aveta^  passen^^ers  on  cars  in  the  evening  rush  period,  east 
bound*  shows  a  moderate  standing  load  from  Montclair  to  Woodward,  a  distance 

of  5  miles,  where  the  unloading  reduced  the  load  to  less  than  seating  capacity, 
which  condition  obtained  between  Woodward  and  Philadelphia.  The  maximum 
car  in  the  congested  district  shows  very  severe  loading.  The  heaviest  load  was 
on  the  car  as  it  left  the  congested  district  at  C^s  Avenue,  beyond  which  point 
observations  were  not  taken. 

The  curve  of  avoage  kadii^  during  the  evening  rush  period,  west  bound, 
shows  a  standing  load  of  moderate  amount  from  Warren  to  Fort,  a  dbtance  of 
2^  miles,  when  the  cars  emptied  to  a  considerable  extent,  again  filling  at  Ran- 
dolph Street  and  leaving  the  congested  district  with  a  moderate  standing  load 
from  Randolph  to  Adair,  and  again  from  Field  to  Conners.  a  total  distance  of  43^2 
miles.  The  maximum  passengers  on  car  were  observed  at  Cass  Avenue  entering 
the  congested  district.  This  car  was  very  heavily  loaded  at  this  point  but  changed 
Its  load  in  the  congested  district  and  had  a  con^deraUe  standii^  load  when  leav- 
ing the  district  at  Ran^ph.  A  partioilarly  noticeaUe  feature  on  dus  line  is  the 
heavy  loading  west  bound  between  Field  and  Conners,  the  cars  on  an  average  in 
the  rush  period  showing  a  heavier  load-in  this  district  than  on  any  other  part  of 
the  line. 

Mlcliigm  Lines 

The  Michigan  Lines,  both  east  bound  and  west  bound,  show  the  same  heavy 
boardiiv  and  aUghting  in  the  congested  district  and  at  the  inqmrtant  transfer 
points,  such  as  Chene,  Mt.  Elliott  and  Livemois.  At  other  points  the  loading  and 

unloading  was  comparatively  even  for  different  streets.  The  curve  of  car  loading 
for  the  east  bound  cars  shows  that  the  average  passengers  during  the  evening  rush 
period  constituted  a  heavy  standing,'  load  from  Macomb,  where  the  cars  leave 
the  congested  district,  to  beyond  Van  Dyke,  a  distance  of  4  miles,  and  on  the 
Mack  division  a  very  heavy  standing  load  fnmi  Mack  to  Collins  to  beycmd 
Crane,  a  distance  on  this  branch  of  2  miles.  This  heavy  loading  on  the  Made 
Divisnn  occurred  at  Mt  EUiott  and  is  due  to  the  heavy  transfer  at  that  point. 
The  curve  of  average  passengers  on  cars  in  the  congested  district  from  5  rOO  to 
6<X)  P.M.  follows  the  same  characteristic  as  the  average  for  the  rush  period, 
being  considerably  greater  in  amount.  The  loading  of  maximum  passengers  on  a 
car  in  the  congested  district  also  follows  the  same  general  form  of  curve,  showing 
a  very  heavy  standing  load  at  Macomb  when  leaving  the  congested  district.  It 
should  be  noted  that  the  loading  at  Mt.  Elliott  on  the  Made  Diviskm  was  almost 
as  great  as  at  Macoodi.  On  the  curve  of  the  west  bound  car  kiading,  a  less 
crowded  omdition  is  observed,  the  average  for  the  rush  period  sowing  a  moderate 
standii^  load  from  Park  to  West  Grand  Boulevard,  a  distance  of  2  miles.  The 
average  passengers  on  cars  from  5:00  to  6:00  P.M.  in  the  congested  district  fol- 
lows the  same  general  form  and  indicates  a  heavier  loading  condition.  The 
curve  of  maximum  passengers  on  car  in  congested  district  also  follows  the 
same  general  form  and  indicates  a  still  heavier  loading,  none  of  the  loading, 
however,  being  as  heavy  as  on  the  east  bound  cars.  The  heavy  kiading  condition 
on  the  Mack  Diviskm  is  absent  on  the  west  bound  cars. 

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These  lines  show  the  general  characteristics  of  heavy  loading  and  unloading 
in  the  congested  district  and  at  the  important  transfer  points — Gratiot,  Forest, 
wad  Hut  ncMTtfa  end  of  the  line  where  several  large  factories  are  located.  The  curves 
car  ioadinf  for  the  evening  mah  period  ihow  a  heavy  standing  kiad  on  die 
west  boinid  cars  from  Nor^  Grand  Boulevard  to  Gratiot,  a  distance  of  2)4  n^es. 
From  this  point  the  cars  are  loaded  at  less  than  scatnif  capacity  until  the  con- 
gested district  is  reached,  where  they  again  take  on  a  moderate  standing  load 
The  curve  of  average  passengers  on  cars  from  4 :00  to  5  :00  P.M.  in  the  con- 
gested district  follows  the  same  general  form  but  shows  a  heavier  loading. 
The  curve  of  maximum  passengers  on  car  in  congested  district  also  follows  the 
general  form  but  shoirs  a  very  much  heavier  loading,  the  maximnm  being  at 
Abbott  Street. 

The  curve  of  car  loading  east  bound  shows  a  load  of  less  than  seatii^ 
capacity  through  the  congested  district  and  until  Forest  is  reached,  where  a 
moderate  standing  load  is  taken  and  carried  from  Forest  to  North  Grand 
Boulevard,  a  distance  of  Ij^  miles.  The  rush  hour  period  on  this  line  east 
bound  occurs  in  the  morning,  and  maximum  passengers  on  car  in  congested 
district  is  observed  at  Michigan,  entering  the  district.  This  car  unloaded  the 
greater  iHroportion  of  its  load  before  leaving  the  district  at  Randolph  Stieet 

It  should  be  noted  in  connection  with  these  curves  that  tiie  observations 
were  not  carried  west  of  Trumbull  and  Abbott  Streets.  This  was  due  to  the 
fact  that  construction  work  interfered  with  the  operation  of  the  Baker  Ime 
over  its  regular  route 

The  characteristics  as  shown  by  the  loading  and  unloading  of  this  line 
show  some  peculiarities.  South  bound,  the  kiading  and  unloading  is  princi- 
pally at  transfer  streets,  the  kiading  at  the  other  points  being  very  Ught,  and 
less  marked  in  the  congested  district  than  some  of  the  other  Uncs.  The  curves 
show  a  maximum  in  the  morning,  the  average  passengers  on  cars  for  this 
period  being  slightly  over  seating  capacity  for  a  distance  of  about  2  miles. 
The  average  passengers  on  cars  and  the  maximum  passengers  on  a  single  car 
follow  the  same  general  curve  form,  being  a  maximum  at  Randolph  Street 
but  do  not  indicate  excessive  k>ading.  North  bound,  the  loading  and  unload- 
ing is  in  general  simikr>  The  curves  of  car  kttding,  however,  show  a  very 
dmerent  condition,  the  average  for  the  evening  period  showmg  a  moderate 
standing  load  from  North  Grand  Boulevard  to  Monroe,  a  distance  of  5  miles, 
wMle  the  curve  for  the  maicimum  passengers  on  car  was  somewhat  greater 
and  flawed  the  same  form.  In  neither  case  was  the  kiading  excessive. 

Fomleenth  lines 

These  lines  in  both  directkms  show  the  same  characteristics  of  heavy 
kwding  and  unkiading  in  the  congested  district  and  at  ^  transfer  points,  abo 
at  botii  the  termini,  tiiat  at  Milwaukee  Avenue  being  due  to  the  factory  load 
and  1f!»f  at  Woodward  Avenue  due  to  the  growing  district  north  of  the  Boule- 
vftid  as  f«t  unserved  by  other  sndace  lines.  The  corves  of  car  kwding  east 

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b  mild  show  a  considerable  standing  load  from  Gratiot  to  Holbrook,  a  distance 
oi  5  miles.  The  curves  of  average  passengers  between  4 :00  and  5 :00  P.M.  and 
the  maximum  passengers  on  car  both  in  the  congested  district  show  larger 
amounts,  being  a  maachnum  at  East  Adams  Avemie,  where  olMenmtiOiis  ceased. 
Ill  view  ol  the  low  scatiiig  capacity  of  these  ciis  this  maxhntiiii  kwdhig  may 
he  regained  as  excessive.  On  the  west  bound  cars  the  average  curve  shows 
that  there  was  very  moderate  loading,  except  at  a  few  isolated  points,  and  then 
for  short  distances.  The  maximum,  however,  is  very  much  greater,  both  for 
the  cars  between  5:00  and  6:00  P.M.  and  for  the  extreme  maximum  car,  the 
passengers  numbering  120  on  the  maximum  car  at  Washington  Boulevard, 
which  is  a  very  excessive  load,  and  on  the  average  cars  between  5KX)  and  9KX) 
P.M.  the  passengers  numbered  90  at  Washington  Boulevard,  which  is  also 
excessive.  In  these  curves  the  Hastings  Belt  line  has  been  combhied  with  the 
east  bonod  Fourteenth,  the  operation  of  the  belt  between  St.  Antoine  and 
Fourteenth  being  shown  on  a  supoiite  curve,  and  the  very  short  belt  across 
State  Street  is  also  shown  separately.  The  Beaubien  belt  is  then  combined 
with  the  west  bound  Fourteenth  Street  cars  and  shown  in  separate  diagrams. 
Neither  of  these  belt  lines  were  heavily  loaded  and  do  not  require  special 
comment. 

The  Fort  lines,  east  bound  and  west  bound,  show  the  same  characteristics 
of  heavy  boarding  and  alighting  in  the  congested  district.  At  other  points  the 
loading  and  unloading  is  comparatively  even.  The  curve  of  average  car 
loading  east  bound  shows  during  the  evening  rush  period,  a  moderate  stand- 
ing load  from  Junction  to  Griswold  and  from  Randolph  to  Chene,  a  total  dis- 
tance oi  about  4  miles,  the  cars  changing  their  load  to  a  considerable  extent  at 
Woodward.  The  curve  of  car  loading  for  the  maximum  hour  follows  that 
for  the  rush  hour  period  very  closely.  The  curve  of  maximum  passengers  on 
board  a  car  in  the  congested  district  during  the  rush  period  follows  the  same 
general  form. 

The  curve  of  average  car  loading  during  the  rush  period,  west  bound, 
shows  a  load  of  less  than  seating  capacity  up  to  the  congested  district  ^  Leav- 
ing the  congested  district  the  cars  carry  a  moderate  standing  load  a  distance 
of  about  3  miles  from  GriswoM  to  Junction.  The  curve  of  average  car  load- 
ing during  the  rush  houK^and  maximum  car  loading  in  the  rush  period  follow 
the  same  general  form,  but  show  heavier  loading  conditions.  On  the  Delray 
I^vision  west  bound,  there  is  a  moderate  standing  load  from  Clark  to  Dear- 
born, a  distance  of  about  2>i  miles. 

The  south  bound  Trumbull  lines  show  a  very  even  loading  and  tmioad- 
ing  except  at  the  transfer  points  and  at  Grisw<^  Street,  where  these  cars 
unload  most  of  their  downtown  passengers.  The  same  condition  is  shown  by 
tie  north  bound  diagram.  The  curves  of  car  loading  south  bound  show  that 
in  the  morning  rush  hour  the  average  passengers  on  cars  do  not  reach  the 
seating  capacity.  The  average  passengers  on  cars  during  the  maximum  hour 
of  this  period  was  but  slightly  over  the  seating  capacity,  and  the  maximum 

72 


ptsscngos  on  any  car  observed  were  only  a  moderate  load  at  Tnnnlmll  Stitel 
at  the  maximum  point.  North  bound  there  is  a  heavier  loading,  the  average 
for  the  evening  rush  period  showing  a  heavy  standing  load  from  Michigan  to 
Forest,  a  distance  of  2^/^  miles.  The  curve  for  average  passengers  during  the 
majctmum  hour  shows  sUghtly  less  than  this  average  curve,  this  being  due  to 
tlic  different  days  on  which  the  observations  were  taken.  The  maximum  pas- 
sentcfs  on  car  during  this  period  shows  a  maximum  load  at  Trumbull  Street 
0f  a  vcty  iicairy  .anuNint. 

Myrtle  Lines 

These  lines,  both  east  bound  and  west  bound,  show  loading  and  unload- 
ing of  a  very  even  amount  throughout  the  length  of  the  line  with  considerably 
greater  amounts  in  the  congested  district,  although  this  is  not  as  marked  as  for 
other  lines.  Of  the  east  bound  cars  the  loading  curves  show  that  durmg  the 
morning  rush  period  there  was  a  veiy  moderate  standsi^  load  from  Foortceatfa 
to  Michigan*  a  distance  of  2^  miles.  The  passengers  on  cars  for  the  maxi* 
mum  hour  and  for  the  heaviest  loaded  cars  follow  the  same  general  form  of 
curve  and  are  considerably  greater,  although  they  do  not  at  any  time  show 
an  excessive  loading.  On  the  west  bound  cars  the  maximum  period  occurs  in 
the  afternoon,  and  the  curve  of  average  passengers  shows  a  slight  standing 
load  from  Chcne  to  Woodward,  where  the  cars  load  rapidly,  having  a  heavy 
standhag  load  from  Mkhigan  to  Fourteenth,  a  distance  of  3^  miles.  The 
curves  of  avcrnge  passengers  on  cars  for  the  maximum  hour  and  maximum 
passengers  on  single  car  follow  the  same  general  forni,  showing  a  maicimtUB 
loading  at  Cass  Avenue,  but  not  a  loading  that  is  eaccesstve. 

Tiieae  lines  in  both  diiections  show  heavy  loading  and  unloading  at 
Gratkit  and  a  comparatively  even  loading  and  unloading  over  the  rest  of  the 
Kne,  the  transfer  points  being  the  heaviest.  North  bound,  tiie  rush  hour  period 
is  in  the  evening,  and  the  aven^  for  passengers  on  cars  is  somewhat  below 
the  seating  capacity.  The  maximum  passengers  on  the  single  car  occurred  at 
Jefferson  Avenue,  but  is  not  excessive.  South  bound,  the  rush  period  is  in  the 
morning,  the  average  passengers  on  cars  during  the  period  being  about  seating 
capacity,  the  maximum  capacities  on  single  car,  however,  being  very  crowded 
at  Jei^rson,  these  passengers  being  unloaded  between  Jefferson  and  the 
ferry.  This  haul  is  so  shmt  that  while  the  loading  is  aaetagam  the  cooditioii 
is.  not  aorioits. 

CroaalnvB  I<inca 

In  both  directions  these  lines  show  very  heavy  loading  and  unloading  at 
al  transfer  points^  particnlarly  Woodward,  with  comparatively  light  loading 
and  unloading  at  other  points.  The  curves  of  car  loading  cast  bound  show  a 

standing  load  from  Grand  River  to  Maclc,  a  distance  of  4^  miles,  this  condi- 
tion being  very  heavy  between  Third  and  Chene,  a  distance  of  2  miles.  This 
loading  is  for  the  evening  rush  period  and  is.  considering  the  capacity  of  the 
cars,  excessive.  The  loading  of  maximum  passengers  on  car  during  this 
period  follows  the  same  general  form  and  shows  a  very  excessive  loading  at 

74 


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tmm.  i»ia  passcnociis  distributed  bv  streets   accomimno  to  traffic  count 

WEST  BOUND  SCALE  IN  MILES 


Woodward  Avenue  and  an  undue  crowding  between  Third  and  Russell 
Streets.  The  curves  of  car  loading  west  bound  are  a  maximum  in  the  evening 
rush  period,  and  show  a  moderate  standing  load  from  I^jEajrette  to  Fourteenth, 
a  distance  of  5j4  miles.  The  curve  of  maximum  passengers  on  car  in  the  con- 
gested district  follows  the  same  general  form  but  is  very  much  heavier,  being 
a  maximum  at  Woodward  and  extending  from  Russell  to  Greenwood.  Con- 
sidering the  capacity  of  these  cars,  this  maximum  loading  is  excessive. 

Sbttiiihoii  lines: 

The  Hamilton  Mnes  show  heavy  loading  in  the  congested  district  north 
bound  and  heavy  unloading  in  the  same  district  south  bound,  with  heavy 
loading  and  unloading  at  transfer  points  such  as  Forest  and  Warren,  and  a 
fairly  even  distribution  of  traffic  over  the  rest  of  the  line. 

The  curves  of  car  loading  show  moderate  standing  li»ads  from  the  con- 
gested district  to  Forest  in  both  directions,  a  distance  of  about  2  miles.  The 
average  passengers  on  cars  for  the  maximum  hour  and  the  maximum  pas- 
sengers on  a  car  in  the  congested  district  follow  the  same  general  form,  but  are 
greater  in  amount.  The  same  condition  applies  to  the  south  bound  traffic. 

Brush  Lines: 

The  Brush  lines  show  the  same  general  characteristics  of  heavy  loading 
and  unloading  in  the  congested  district  and  at  transfer  points.  The  curves 
of  average  car  loading  in  the  rush  period  indicate  moderate  standing  loads 
while  those  of  average  car  loading  and  the  maximum  car  loading  in  the  con- 
gested district  show  heavy  standing  loads  from  Jefferson  to  East  Adams. 

SiMman  Lines  : 

The  Sherman  lines  east  bound  and  west  bound  show  the  same  general 
characteristics  of  heavy  loading  and  unloading  in  the  congested  district  and  at 
important  transfer  points,  such  as  Mt.  Elliott  and  Concord  and  at  the  east 
terminus,  at  Cadillac. 

The  curves  of  average  car  loading  east  bound  during  the  evening  rush 
period  show  a  light  load  up  to  the  congested  district  and  a  heavy  standing 
load  from  Randolph  to  Baldwin,  a  distance  of  3yi  miles.  The  curves  of  aver- 
age car  loading  in  tiie  rush  hour  and  maximum  car  loading  in  tiie  coughed 
district  follow  tiie  same  general  form  but  show  consideratdj  more  crowding. 

The  curve  of  average  car  loading  west  bound  shows  a  moderate  standing 
load  from  Concord  to  Woodward,  a  distance  of  3>2  miles,  with  a  light  load 
from  Woodward  to  Brooklyn.  'J'he  cur\es  of  average  car  loading  during 
the  rush  hour  and  maximum  car  loading  in  the  congested  district  follow  the 
same  general  form  but  show  slightly  greater  crowding. 

It  should  be  noted  in  connection  with  these  lines  that  the  observations 
were  not  carried  west  of  Brooklyn.  This  was  due  to  the  fact  that  construc- 
tion work  interfered  with  the  operation  of  the  Sherman  line  over  its  r^[ular 
route.  The  "initial"  and  "final"  indicate  respectively  the  passengers  on  the 
cars  at  this  point  who  have  boarded  east  bound  before  reaching  this  street, 
and  the  passengers  on  board  west  bound  cars  when  leaving  this  street. 


77 


WOODWARD  LINES 

Total  passengers  carried  in  1904   •  12,990,027 

Total  passengers  carried  in  1914   47 ,457 ,294 


wmmm  booting  motosid  BEioimifG 


PRESENT  ROUTING 

6  HfNise--ElitalietliY..Via  Woodward  to  Elizabeth  Street  Y. 

Returning  via  Woodward  to  destination. 

4  House— River   Via  Woodward  to  Atwater  Y  and  return. 

8  Log  Cabin — River. ..  Same  as  4. 

2  House— depot   Via  Woodward  to  Jefferson  to  Third  Street  Y. 

and  return. 
1  hog  Cahin— depot. .  .Same  as  2. 

PROPOSED  REROUTING 

1  Log  Cabin — Grand 

QfiMS  loop  ....Via  Woodward  to  Elizabeth  to  Park  to  Witherell  to 

Elizabeth  to  Woodward.  Returning  via  Woodward 
to  destination. 

82 


2  House— Grand  Cir- 
cus loop  Same  as  1 

3  Log  Cabin — Cadil- 
lac Sq.  loop  Via  Woodward  to  Congress  to  Bates  to  Cadillac  Square 

to  Woodward.  Returning  via  Woodward  to  destina- 
tion. 

4  House  —  Cadillac 

Sq.  loop  Same  as  3. 

5  Log  Cabin— river. . . ,  Via  Woodward  to  Atwater  to  Bates  to  Cadillac  Square  to 

Woodward.  Retumti^  via  Woodward  to  destirattion. 

6  House— river   .  Same  as  5. 

7  Log  Cabin— depot. . .  Via  Woodward  to  Jefferson  to  Third  Street  Y.  Retum- 

ii^  via  Jefferscm  to  Bates  to  Cadillac  Square  to  Wood- 
ward to  destinatimi. 

8  House— depot   Same  as  7. 

The  Woodward  Avenue  lines  handle  the  largest  number  of  passengers  of 
any  single  system  of  routes  in  the  city,  having  a  traffic  density,  or  number  of 
passengers  per  mile  of  track,  practically  twice  that  of  any  other  line. 

The  rerouting  of  this  line  is  based  upon  the  necessity  of  a  through  service 
via  Woodward  Avenue  to  the  river,  together  with  a  series  of  loops  for  return- 
ing the  cars  north  on  Woodward  at  3  points,  carrying  through  only  such  cars 
as  the  traffic  of  the  diffnent  sections  may  warrant. 

Reroates  Nos.  1  and  2  provide  for  turning  cars  around  Grand  Circus  Parle 
to  answer  the  double  purpose  of  the  "tripper"  service  now  run  from  Elizabeth 
Street  north  in  the  early  morning,  and  also  to  give  the  service  now  rendered 
by  the  specials  which  are  run  empty  north  bound  in  the  afternoon  through 
the  congestion,  loading  only  north  of  Grand  River  Avenue.  The  erection  of 
large  buildings  and  hotels  around  Grand  Circus  Park  and  the  rapid  growth  of 
the  Tttail  district  northward  on  Woodward  Avenue  warrants  this  service  in 
rush  hours. 

Reroutes  Nos.  3  and  4  piovide  for  turning  a  considerable  proportion  of 
the  Woodward  cars  at  Congress  Street  through  Bates  into  Cadillac  Square. 

The  present  routing  of  the  cars  on  Woodward  Avenue  to  the  downtown  dis- 
trict requires  them  to  be  run  to  either  the  Atwater  Y  at  the  river  or  to  the 
Third  Street  Y  at  the  abandoned  site  of  the  old  Miciiigan  Central  depot.  The 
traffic  counts  show  it  is  unnecessary  to  route  all  the  cars  to  these  points.  At 
certain  seasons  of  the  year  the  river  traffic  is  heavy;  at  others  the  traffic  on 
lower  Woodirard  Avtixue  is  limited  to  the  local  needs.  At  tim«i  a  very  oon- 
iidenible  number  of  cars  can  legitimately  be  turned  at  Congress  Street,  tend- 
ing not  only  to  relieve  the  crossing  difficulties  on  lower  Woodward  Avenue, 
but  also  to  improve  the  service  f(ir  passengers  loading  at  Cadillac  Square  and 
farther  north.  This  will  allow  the  dispatching  of  cars  north  bound  from  Cadil- 
lac Square  at  uniform  intervals. 

Reroutes  Nos.  5  and  6  provide  for  the  through  river  traffic,  which  varies 

83 


widely  with  the  season  of  the  year.  The  cars  loop  from  Woodward  around 
Atwater  and  up  Bates  to  Cadillac  Square,  thence  as  previously  descriM  fcMr 
Rcfontes  Nos.  3  auul  4. 

Rcfontcs  Nos.  7  and  8  firovidc  lor  tlie  timfik  from  poiiits  along  Jcfferaon 
Avtniic  op  Woodwaid  hf  a  diversiott  of  a  certain  proportion  of  the  cars  to  the 
nird  Street  Y,  returning  via  Jefferson  and  Bates  to  Cadillac  Square,  and  dn* 
pitched  thence  up  Woodward  Avenue,  as  in  Reroutes  Nos.  3  and  4. 

The  placing  of  the  north  bound  tracks  close  to  the  curb  at  the  fountain 
just  north  of  Monroe  Avenue  answers  the  double  purpose  of  supplying  a  good 
loading  point  and  faciliuting  the  movement  of  the  north  bound  vehicle  traffic 
■(See  MfAP  6»y 


m 


HAMILTON  LINES 


Total  passengers  carried  in  1904    4,507,999 

Total  passengers  carried  in  1914.   13,174,280 


nssmr  iooting  pjboposed  rebouting 


PRESENT  ROUTING 

1  Through— river  From  Woodward  and  Manchester  via  private  rigfat-of - 

way  to  Metiger  to  Oakmn  to  Webb  to  Hamittoa  to 
(^cenwood  to  Holden  to  Third  to  Ledyard  to  Cass  to 
Grand  River  to  Woodward  to  Atwater  Y. 

Returning  via  Woodward  to  Grand  River  to  Greenwood 
to  Hamilton  to  Webb  to  Oakman  to  Metier  to  private 
right-of-way  to  destination. 

2  Limits— river  From  city  limits  via  Hamilton,  etc,  same  as  Route  1. 

3  Prngreei-^fifcr  From  Pingfee  and  Hamilton  via  Hamilton,  etc,  same  as 

Route  1. 

4  Ifonse— river  .From  Holden  and  Greenwood  via  Hi^len  to  Third,  etc, 

same  as  Route  1. 

85 


PROPOSED  REEOUTING 

1  C%]iiiiitB — Quiil- 

lac  %  kwp....  From  dty  limits  via  Hamiltcm  to  Holden  to  Third  to 

I-e%Mil  to  Sptmt  to  P^  to  Woodward  to  Congress 
to  Bates  to  CadiOac  Stpmxt. 
Rctuminir  via  Woodwafil  to  Pule  to  Bagf  to  GNcmiood 
to  Hamaton  to  destiiiatioii. 

2  Pingree  —  Caumiac 

%  ^  Prom  termiiial  via  same  louto  as  Reroute  1  to  CmBOk 

Sqnaro  and  rotmniiY  to  temmiai 

3  Hmiie  Cadmac 

Sq.  loop..  .....SameaaZ 

4  Hkiwi^t-ffifcr  .  From  terraimds  via  Reroute  1  to  Woodward  to  Atwater 

to  Bales  to  Cadillac  Sqnaie. 
Rctamiiif  via  Woodward,  ctc^  as  Reronie  1. 
SUmit^-fifer  Same  as  4. 

6  Pingree— river  Same  as  4, 

7  House— fiver  .......  Same  as  4. 

These  routes  divide  the  Hamilton  line  in  proportion  to  the  river  and  City- 
Hall  traffic  between  the  Cadillac  loop  and  the  river  loop,  thereby  gaining  the 
•ame  advantafes  mentioiied  in  the  description  of  tlie  Woodward  Avenue  loops. 
A  radical  change  is  shown  in  the  Hamilton  routo  by  carrying  it  up  Woodward 
Avenne  to  Grand  Ctrcus,  thence  on  Park  Blvd.  to  when  it  caa-cotmect  with 
its  present  tracks  on  Greenwood  and  Third  Avenue.  The  object  is  to  give 
additional  service  to  Grand  Circus  district  and  place  a  line  parallel  with  Wood- 
ward along  the  growing  retail  district  north  of  Adams  Avenue.  This  will  t*~4, 
to  relieve  the  Woodward  Avenue  cars  of  passengers  who  now  ride  to  the 
northern  portions  of  Woodward  Avenue  and  walk  west  to  their  homes. 

This  diversion  does  not  reduce  the  service  now  rendered  by  this  Une  to 
aiijr  diitrict  except  that  along  Grand  River  between  Bagg  and  Woodward 
Avenue,  which  is  amply  served  by  the  Jefferson  lines. 

This  arrangement  also  relieves  the  crossing  congestion  at  Grand  River 
and  Griswold,  and  separates  the  crossing  interferences  on  Woodward  Avenue 
a  greater  distance. 

Another  object  is  to  remove  street  cars  from  Clifford  between  Washing- 
ton Boulcvanl  and  Cass  Avenue  to  provide  a  north  and  south  automobile 
mmmt,  as  diacaiied  under  "Vehicle  Tfaffic." 


86 


MICHIGAN  LINES 


Total  passengm  carried  in  1904   13,604,582 

Total  passengers  carried  in  1914   46,484,661 


"1     — 'J  {T""! 


~l:  ,j— -ii  ;j — I  -  i  —  ^ 

'     ,/ '    ^  _  "^-..^  


PRESENT  ROUTING 


RESOUTING 


PRESENT  ROUTING 

3  Michigan — Gratiot  . .  From  terminal  via  Michigan  to  Monroe  to  Randolph  to 

Gratiot  to  destination.    Returning  via  same  route. 

4  Made— Atwator  Y. . .  From  terminal  via  Mack  to  Gcatiot  to  Randolph  to  Mon- 

roe to  Woodward  to  Atwater  Y.  Returning  via  same 
route. 

7  Leesviie— Atwater 

Y  From  terminal  via  Gratiot  to  Randolph  to  Monroe  to 

Woodward  to  Atwater  Y.  Ketumii^  via  same  route. 

87 


PROPOSED  REROUTING 


1  Michigan  Oij 

 From  terminal  via  Michigan  to  GriswoM  to  Fort  to 

Woodward  to  Michigan  to  rtrrtinatiop. 

2  Gratiot  —  CuMtac 

%  loop  ...From  terminal  via  Gratiot  to  Raadoil^  to  Monroe  to 

Woodward  to  Cadillac  Sfwre  to  PfHMph  to  Gntaot 
to  destination. 

3  Biack—Oidiliac  % 

^  ••••  ...From  terminal  via  Made  to  Gratiot  to  Raodolpli  to  Moo* 

roe  to  Woodward  to  Cadillac  S^pare  to  Raadotpli  to 
Giatiot  to  Mack  to  ^j^^^t^wfltfim 

Hmnili  .  .  ...«.FtBni  tenninal  via  Mlcll«»n  to  Gus  to  State  to  Gfatiot 

to  destination. 

Returning  via  Gratiot  to  State  to  Second  to  to 
destination. 

5  Michigan  —  Mack 

••  From  tenninal  via  Michigan  to  Cais  to  State  to  Gratiot 

to  Mack  to  destination. 
Returning  via  Mack  to  Gratwt  to  State  to  Second  to 
Michigan  to  destination. 

Under  the  proposed  rerouting  a  through  car  service  is  provided  on  this 


""^^  '*  proportwned  as  to  provide  ample  service  for 
the  Icgitniiate  tiiroogii  paasengm  Tht  rest  of  the  car  service  on  this  line  is 
to  be  cut  m  two  at  Woodivafd  Avenue,  the  east  portion  of  tlK  cars  being 
topped  Moond  Cadillac  Si^ 

City  HaO.  " 

♦fc^  ^""^^^"^  ^^^"""^^  ^"         passenger*  on  cars  routed  through 

the  center  of  the  city.  There  is,  however,  a  certain  proportion  of  through 
riders  on  these  cars.  In  the  morning  rush  hour  period  the  travel  is  from  both 
sides  of  the  city  to  the  central  delivery  district,  where  the  cars  almost  com- 
pkleiy  unload.  On  continuing^  their  trip  they  pick  up  new  outbound  passen- 
fm,  a  conqiafatively  aaudl  number  riding  thro^  In  the  cvcniiV  rush  hour 
the  reverse  of  this  general  movement  takes  plice. 

The  diagram  on  page  59,  compiled  from  the  loading  and  ««i»**ft^Htn  oh. 
servations  in  the  congested  district,  gives  combined  the  afternoon  rush  hour 
service  of  the  Michigan,  Baker  and  Sherman  lines  from  Abbott  and  Michigan 
to  Pingree  Square  (Randolph  and  Gratiot).  This  shows  that  the  City  Hall 
loop  would  have  kMMkd  conveniently  65%  of  the  passengers  west  bound  dur- 
ing the  evening  rush,  and  only  3$  of  the  112  cars  irWrh  rroaicd  Woodward 
Avenue  per  hour  were  really  necessary.  Similarly,  the  Cadillac  Square  toop 
wouM  have  loaded  conveniently  55.4%  of  the  east  hound  tniv«l,  aiid  only  53 

m 


instead  of  118  cars  actually  run  per  hour  need  have  crossed  Woodward 
Avenue. 

A  similar  compilation  for  the  non-rush  hours  shows  that  only  30.4%  of 
^  total  traffic  leaving  the  district  at  Abbott  Street  west  bound  was  through 
travel,  or  19  dnoogh  cars  per  hour  were  necessary  instead  of  the  €0  actually 
ntn  across  Woodward.  East  bound,  32.4%  of  the  traffic  leaving  the  district  at 
Pingree  Square  was  through  travel,  or  21  cars  per  hour  were  necessary  in- 
stead of  63  per  hour,  which  actually  crossed  Woodward  Avenue. 


89 


BAKER  UNES 

Total  paaaengers  carried  in  ISW   7,412,317 

Total  parnigiefi  carried  in  1914..   23^757 


i  Li 


 o  rr 


i  ■ 

raOrOSED  REKOUTING 

PHESENT  ROUTING 

'  Bifcer— dieiie  ......Fram  tenmnal  via  Diac  to  Twenty-fourth  to  Baker  to 

TranlNill  to  AMwtt  to  Midi^ui  to  Bf onroe  to  Ran- 
dolph to  Gratiot  to  Grandy  to  Jos.  Campaii  to  det- 

tinatkm. 

Returning  via  Jos.  Gimpau  to  Chene  to  Gratiot  to  Ran- 
dolph to  Monroe  to  Michigan  to  Porter  to  Brooklyn 
to  Baker  to  Twenty-third  to  Dix  to  destinati<m. 

PROPOSED  REROUTING 

1  Baker— Gty  MaU 

loop  From  terminal  via  present  routing  to  Michigan,  thence 

via  Michigan  to  Griswold  to  Fort  to  Woodward  to 
llidiigan  to  Porter,  thence  as  at  present  to  destination. 
90 


rmim  aouriMc 


♦2  Chene  —  Cadillac 

S<1".   From  terminal  via  Jos.  Campau  to  Chene  to  Gratiot  to 

Randt^  to  Monroe  to  Woodward  to  Cadillac  Squaro 
to  Randolph  to  Gratiot  to  Grandy  to  Chene  to  Jos. 
Campau  to  destination. 

3  Baker  through  From  terminal  via  present  routing  to  Mich^  to  Cass 

to  State  to  Gratiot  to  Grandy  to  Jos.  Campau  to  des- 
tination. 

Returning  via  Jos.  Campau  to  Chene  to  Gratiot  to  State 
to  Second  to  Porter,  thence  as  at  present  to  destination. 

*This  line  when  nm  as  rerouted  no  longer  oasses  over  any  part  of  Baker  Street  and 
should  be  designated  by  96mt  new  name,  such  as  Xhene-Cadillac  Square  loop."  * 

On  this  line  the  traffic  conditions  in  the  congested  district  are  practically 
identical  with  the  previously  discussed  Michigan  lines*  and  the  proposed 
rerouting  therefore  follows  the  same  general  plan. 


91 


JEFFERSON  ONES 


Total  passengers  carried  in  1904. 
Total  passengers  carried  in  1914. 


14,368373 
J8»158yQ23 


wmmmwmmna 


PROPOSED  REROUTING 


-J 


PRESENT  ROUTING 

1  and  2  Jefferson" 
Grand  River. .......  From  terminal  via  Jefferson  to  Griswold  to  Gnnd  Rwcr 

to  destination. 

Returning  via  Grand  Rifcr  to  Griswold  to  Stale  to  Gns- 
wold  to  JdicrsQii  to  destination 


1  Jefferson  through. 


PROPOSED  REROUTING 

From  terminal  via  Jefferson  to  Griswold  to  Fort  to 
Woodward  to  If  iddgMi  to  Griswold  to  Grand  Rsvcr  to 

M  111!  maS^i^iUS 

CKvuImKIuIIm 

Retoming  via  Grand  River  to  Griswold  to  Shelby  to 
JcHerson  to  destinatioii. 

OA 
9m 


2  Jefferson   —  City 

Kail  loop  .  —  From  terminal  via  Jefferson  to  Griswold  to  Fort  to 

Woodward  to  Jefferson  to  destination. 

3  Grand  River — State 

St.  loop  From  terminal  via  Grand  River  to  Griswold  to  State  to 

Cass  to  Grand  River  to  destination. 

The  investigation  of  the  traffic  on  this  line  indicates  ckarfy  that  it  carries 
a  much  larger  proportion  of  through  business  than  any  other  line  which  can 
be  considered  a  through  or  cross-town  line.  The  congestion  and  delays  are 
due  principally  to  the  crossing  of  the  heavy  Woodward  Avenue,  Fort  Street 
and  Michigan-Gratiot  traffic,  and  the  bad  congestion  at  the  corner  of  Grand 
River  and  Griswold,  which  is  caused  by  the  number  of  lines  meeting  at  this 
pcnnt,  and  Uie  lade  of  proper  clearance  curves. 

Taking  tiiese  in  imler,  the  interference  at  Woodward  and  Jeflterson  is  re- 
duced approximately  two-thirds  by  the  looping  of  the  Woodward  and  Hamil- 
ton Avenue  lines  at  Grand  Circus  and  Cadillac  Square.  The  present  bad  cross- 
ing at  Fort  is  reduced  to  a  single  crossing  of  this  line,  and  the  congestion  on 
Griswold  is  further  relieved  by  eliminating  all  of  the  heavy  interurban  service 
from  this  street,  as  will  be  noted  under  "Interurban  Lines." 

Turning  east  on  Fort,  the  rerouted  Jefferson  lines  pass  around  the  City 
Hall  loop,  keeping  outside  of  the  Michigan-City  Hall  loop,  turning  west  on 
Midi^sa  on  the  west  bound  track»  and  thence  north  on  Griswold  wiUiont  any 
farther  intersection  of  street  car  traffic  until  State  is  reached.  The  return 
route  is  on  Shelby,  making  only  right-angle  crossings  at  Michigan,  Fort, 
Congress  and  Larned.  This  eliminates  over  50%  of  the  car  crossing  interfer- 
ences at  present  encountered  and  yet  continues  Jefferson  as  a  through  line. 

Placing  the  east  bound  line  on  Shelby  instead  of  Griswold  not  only  re- 
duces the  crossings  and  consequent  delays,  but  gives  a  transfer  point  from  the 
Fort  and  Myrtle  lines,  and  from  the  lines  on  Michigan  a  fall  block  from  the 
present  congestion  on  Griswold. 

A  transfer  in  front  of  the  City  Hall  with  all  of  the  other  loop  lines  is  se- 
cured in  such  a  manner  that  passengers  will  be  but  littk  interfered  wi^  by 
vehicle  or  other  traffic. 

Reroute  No.  2  provides  a  Jefferson  loop  for  "trippers"  via  the  City  Hall, 
which  can  also  be  utilized  effectively  for  the  Belle  Isle  traffic. 

Reroute  No.  3  is  also  for  the  present  a  "tripper**  route  for  the  Grand  River 
end  of  the  Jefferson  line.  This  will  give  a  direct  service  from  the  shopping 
and  bostness  district  oat  Grand  River. 


FOUETEENTH  AND  WARREN  WEST  UNES 

Fourteenth   Warren  West 

Total  passengers  carried  in  1904  14.491.705      . ....... 

Total  passengers  cafried  in  1914  31.697.638  1.915.640 


timiT  wmmm 


ntOPOSSO  BEBOUTIMG 


PRESENT  ROUTING 


1  Fonrteaitil  thfoogli.FrGni  Fourteenth  and  Milwaukee  Y  via  Fourteenth  to 

Locust  to  Henry  to  Clifford  to  Griswold  to  Shelby  to 
Jefferson  to  Griswold  to  Woodbridge  to  Bates  to 
Farmer  to  Gratiot  to  Broadway  to  Whhcrdl  to  Adams 
to  Hastings  to  Piquette  to  Bcantuen  to  Bcthtme  to 
Oakland  to  Woodland  Avenue  Y. 
Rctnmtng  via  Oaldand  to  Bcthnne  to  Beaubien  to  Adams 
to  Witherell  to  Broadway  to  Gratiot  to  State  to  Gris- 
wold to  CUfford  to  Bass  to  Fourteenth  to  MUwau- 
kee  Y. 

m 


3  Fourteenth — Qay     From  Fourteenth  and  Milwaukee  Y  via  Fourteenth  to 

Locust  to  Henry  to  Clifford  to  Griswold  to  Shelby  to 
Jefferson  to  Griswold  to  Woodbridge  to  Bates  to 
Farmer  to  Gratkit  to  Broadway  to  Witherell  to  Adams 
to  Hastings  to  Piquette  to  Beaaliien  to  Bethune  to 
Oakland  to  Clay  to  Olney  Y. 
Returning  via  Clay  to  Oakland  to  Bethune  to  Beaubien 
to  Adams  to  Witherell  to  Broadway  to  Gratiot  to  State 
to  Griswold  to  Qifford  to  Bagg  to  Fourteenth  to  Mil- 
waukee Y. 

9  Hastings  belt  From  Forest  and  Fourteenth  via  Fourteenth  to  Locust 

to  Henry  to  Qifford  to  Griswold  to  State  to  Gratiot 
to  Broadway  to  Witherell  to  Adams  to  Hastings  to 

Forest  to  Fourteenth. 

10  Beaubien  belt  From  Fourteenth  and  Warren  via  Warren  to  Beaubien 

to  Adams  to  Witherell  to  Broadway  to  Gratiot  to 
State  to  Griswold  to  Qifford  to  Bagg  to  Foorteentli 
to  Warren. 

1  Warren  West  .From  Thirty-first  and  Warren  via  Wanea  to  Four- 
teenth to  Locust  to  Henry  to  Clifford  to  Griswold  to 

Shelby  to  Jefferson  to  Griswold  to  Woodbridge  to 
Bates  to  Farmer  to  Gratiot  to  State  to  Griswold  to 
Clifford  to  Bagg  to  Fourteenth  to  Warren  to  Thirty- 
first. 


PROPOSED  REROUTING 

1  Warren  West  and 

Fourteen^  west  lo(^.  From  terminal  via  Fourteenth  to  Locust  to  Henry  to 

Park  to  Washington  to  Qifford  to  Griswold  to  Shelby 
to  Jefferson  to  Griswold  to  Atwater  to  Brush  to  Jef- 
ferson to  Griswold  to  Fort  to  Woodward  to  Michigan 
to  Griswold  to  Clifford  to  Washington  to  Park  to  Bagg 
to  Fourteenth  to  destination. 

2  Fourteentli--Ca^- 

lac  Sq.  loop  From  terminal  via  OakUmd  to  Bethune  to  Beaubien  to 

Adams  to  Witherell  to  Broadway  to  Gratiot  to  Farmer 
to  Monroe  to  Woodward  to  Cadillac  Square  to  Bates 
to  Library  to  Gratiot  to  Broadway  to  Witherell  to 
Adams  to  Hastings  to  Piquette  to  Beaubien  to  Bethune 
to  Oakland  to  destination. 

3  Fourteoidli  through 
Hastings  and  Beau- 

tuen  belts  .From  terminal  via  Fourteenth  to  Locust  to  Henry  to 

Park  to  Witherell  to  Adams  to  Hasting  to  Forest  to 
Fourteenth  to  destination. 
Also  from  Fourteenth  via  Warren  to  Beaubien  to  Adams 
to  Witherell  to  Park  to  Henry  to  Fourteenth  to  des- 
tination^ 


The  Fourteenth  Street  lines  as  at  present  operated  are  extremely  cir- 
cuitous and  involved.  Many  of  the  present  routings  are  not  warranted  by  the 
trafik,  particularly  in  the  downtown  district 

Rcfoiitet  Nos,  1  and  2  cut  the  present  system  in  two  distinct  parts,  des- 
ignated as  the  West  loop  and  the  Cadillac  Square  loop.  Reroute  No.  3  pro- 
vides for  a  CfOSS-town  service  via  Grand  Circus.  All  of  these  routes  run  on 
iocust  and  Bagg  one  block  farther  east  than  at  present,  to  Park,  turning 
south  on  Park  instead  of  on  Clifford,  as  in  the  case  of  the  Hamilton  line.  This 
will  better  serve  the  growing  retail  district  along  Woodward  Avenue  and 
free  Clifford  for  automobile  traffic.  The  pfcacnt  loading  and  nakadtng  of 
the  Fourteenth  Street  ines  in  the  district  west  of  Woodwafd  Avenue  down 
to  the  river  wanants  the  continuation  of  this  route  in  the  manner  outlined.  The 
downtown  portion  of  the  west  loop  has  been  eartended  to  reach  the  Grand 
Trunk  Depot  on  Brush  Street,  to  give  a  service  from  this  depot  to  the  general 
lltnsfcr  point  at  the  City  Hall.  As  outlined,  the  route  west  on  Jefferson  and 
north  on  Griswold  will  follow  the  same  track  as  the  Jefferson  Une  previously 
described,  thereby  eliminating  the  existing  street  car  interferences. 

Iteroute  No.  2.  or  the  CadilhM:  Si|uar«  loop,  follows  sdbsta^ 
ent  rootiiv  down  to  State  and  Farmer,  at  which  point  Ihe  cars  will  turn  south 
on  Farmer  to  Monroe  and  kx^  through  Cadillac  Square,  returning  by  Bates 
and  library  to  Gratiot,  to  Broadway,  thence  as  at  present  to  its  easterly 
terminal.  In  this  manner  the  district  in  which  the  bulk  of  the  unloading  and 
loading  occurs  on  the  east  portion  of  the  present  lines  will  be  fully  served 
and  the  transfer  traffic  from  the  river  front  at  present  carried  by  this  line  north 
bound  through  Bates  Street  will  be  handled  by  oAer  fines. 

At  the  present  time  the  Fourteenth  Street  cats  routed  west  across  State 
cariy  a  comparative^  l^bt  load  at  the  Woodward  crossing,  except  during  the 
rush  hours.  The  loading  on  this  line,  as  on  others  passing  through  this  dis- 
trict, occurs  at  or  within  one  block  of  Woodward.  The  traffic  to  the  north 
and  west  carried  by  the  present  lines  will  be  well  served  by  the  West  loop 
(Reroute  No.  1)  and  by  the  through  line  at  Grand  Circus. 

Reroute  No.  3,  giving  through  service  via  Grand  QfCUS  from  onende  of 
the  city  to  the  other,  may  be  comparatively  light  at  first,  but  will 
the  growth  of  the  shoppmg  district  north  and  tfit  fiffiog  up  of  tte  bffs  bniW- 
in  tfus  neii^iborliood. 

The  continuation  of  the  existing  belt  service  via  State,  Forest  and  War- 
ftn  can  be  secured  by  a  route  via  Grand  Circus.  We  doubt  whether  the  neces- 
sity of  permanently  continuing  such  routes  can  be  determined  at  present 
This  will  depend  upon  the  readjustment  of  traffic  resulting  from  the  reroBtmg. 

The  Warren  West  reroute  follows  the  Fourteenth  WesI  loop  (Reroute 
No.  1). 

The  eictension  of  the  Fourteenth  Street  fine  is  recommended  from  its 
pKsent  termmus  at  Gnad  Boulevard  and  Fourteenth  Street  north  to  the  cHjr 
fine*  malting  a  Y  at  Nicolet. 

It  is  also  recommended  that  the  West  Warren  line  be  extended  westerly 

to  the  tracks  of  the  D.  T.  R.  R. 

Thesf*  extensions  are  shown  on  MAP  2,  by  dashed  lines. 


95 


FORT  LINES 


Total  passengers  carried  in  1904   9,574,416 

Total  passengers  carried  in  1914    25,316,295 


PRESENT  aOUTING  PROPOSED  lUEitOUTING 


PRESENT  ROUTING 


1  West  Jefferson 
BateS'  •'•««.»«•*. 


7  Fort  Street  . . . 
2  Fort — ^Bridge  . 


From  south  Dearborn  via  Jefferson  to  Clark  to  Fort  to 

Cadillac  Stjuare. 
Retumii^  via  Fort  to  Clark  to  Jefferson  to  destinatbn. 

From  Fort  and  £>earboro  via  Fort  to  Cadillac  Square. 
Returning  via  Fort  to  destination. 

,  From  Fort  and  Dearborn  via  Fort  to  Cadillac  Square  to 
Bates  to  Lafay^le  to  Baldwin  Avenue  Y. 

Returning  via  Lafayette  to  Field  to  Jefferson  to  Helen 
to  Lafayette  to  Elmwood  to  Monroe  to  Randoli^  to 
Cadillac  Square  to  Fort  to  destination. 

97 


PROPOSED  REROUTING 


lai  Fort— City  Hall 

loop  From  Fort  and  Dearborn  via  Fort  to  Woodward  to  Coii> 

ffcss  to  Wayne  to  Fort  to  dmiiMitioii. 

th  West  Jeflferson — 

City  Hall  loop  .From  South  Dearborn  via  West  Jefferson  to  Clark  to 

Fort  to  Woodward  to  Congress  to  Wayne  to  Fort  to 
C3afk  to  West  Jcidrsoa  to  destiiMitioii. 

2   East  Fort — Cadil- 
lac Sq.  loop  ...From  Baldwin  Avenue  Y  to  Field  to  Jefferson  to  Helen 

to  Lafayette  to  Elmwood  to  Monroe  to  Woodward  to 
Cadillac  S<|iiaie  to  Bates  to  Lafayette  to  destination. 

Cadillac 

 From  Field  and  Jefferson  to  Helen  to  Lafayette  to  Elm- 
wood  to  Monroe  to  Woodward  to  Cadillac  Square  to 
Bates  to  Lafayette  to  Field  to  Jefferson  to  destination. 

4  Fort  tfarangh.  From  Fort  and  Dearborn  via  Fort  to  Woodward  to 

Lamed  to  Randolph  to  Congress  to  Mt.  Elliott  to  Jef- 
ferson to  Field  Y. 
Returning  via  Jefferson  to  Mt.  Elliott  to  Fort  to  Bmsh 
to  Congress  to  Randolpii  to  Lamed  to  Wayne  to  Fort 
to  destination. 

Remtcs  Nos.  la  and  lb  turn  the  Fort  Street  line  soath  aioBf  Woodward 
to  Congress,  and  thence  west  to  Wayne  to  Fort  This  gives  a  transfer  load- 
ing point  on  the  west  side  of  Woodward  Avenue  practically  as  convenient  as 
the  present  loading  arrangement,  and  avoids  the  crossing  delays. 

The  present  through  service  of  the  Fort  lines  to  Belle  Isle  bridge  is  rela- 
tively light  and  considered  as  a  through  line  the  traffic  is  very  unbalanced. 

The  present  traffic  on  the  west  end  of  the  line  on  Fort  and  West  Jefferson 
is  very  mach  heavier  than  the  traffic  east  of  Cadillac  Square.  The  through 
cars,  as  on  the  otfier  through  fines,  are  now  ntiliaod  much  beknr  their  capacity, 
ioaiUng  and  unloading  heavily  in  Ca^faic  Square,  both  going  east  and  west 

Reroutes  Nos.  2  and  3  provide  for  cutting  the  Fort  line  in  two  parts,  loop- 
ing the  easterly  part  through  Cadillac  Square,  and  operating  the  westerly  part 
over  Reroutes  la  and  lb. 

Reroute  No.  4  preserves  a  through  Fort  route  by  continuing  it  east  along 
Fort  to  Woodward,  turning  south  to  Lamed,  and  thence  east  to  Randolph. 
This  avoids  the  crossing  of  the  Woodward  line  at  its  heaviest  point  and  fol- 
lows the  general  course  of  the  other  Fort  lines  dwough  the  general  transfer 
point  at  the  City  Hall  The  easterly  portion  of  this  line  is  to  be  run  on  Con- 
gress and  Foft  in  order  to  remove,  as  far  as  possible,  the  present  objection 
that  this  line  is  carried  too  far  north.  Running  directly  east  from  Cadillac 
Square  and  Randolph  along  Congress  and  returning  via  Fort,  Brush  and  Con- 

9B 


3  Bridge  — 
Sq.  loop  . 


gress  to  this  same  corner,  a  much  more  direct  route  is  obtained,  avoiding  the 
congested  district  and  the  objectionable  crossings. 

It  will  be  noted  that  Reroutes  Nos.  2  and  3  provide  for  service  from  both 
the  Baldwin  Y  on  Lafayette  and  the  Field  Y  on  Jefferson,  via  the  present 
routes  to  Cadillac  Square  and  return.  This  win  warrant  ^  c^eration  of  a 
better  service  than  the  presait  combination  of  loc^  and  through  routing 
between  these  points. 

We  believe  it  would  be  desirable  to  consolidate  the  4  lines  operating  cm 
Monroe,  Lafayette,  Fort  and  Congress  Streets  east  of  Randolph  so  as  to  have 
all  the  cars  east  bound  run  on  Fort  and  all  the  cars  west  bound  on  Lafayette. 
The  present  distribution  on  4  parallel  streets  on  account  of  the  light  traffic 
warrants  only  such  an  infrequent  car  service  diat  the  public  would  be  better 
served  by  concentrating  the  traffic  on  two  Greets.  This,  however,  would  in- 
volve the  abandonii^  of  considerable  milei^  of  trades  and  would  brii^  iqi 
so  many  other  questions  that  it  is  not  recommended  in  our  proposed  rerouting. 
It  should  be  considered,  however,  in  the  future  development  of  the  lines  in  this 
part  of  the  city. 


BRUSH  LINES 


Totol  imssciigm  carried  in  190i  

Ttetil  iMisaciifers  carried  in  1914  


....  3^55^ 
....  6^778|476 


0|llllllllllllill«MH|  . 
'       'i™llMWlllii"iil|"ll)i  'IS"wi"ip*i  


 J  b:'  


 !^        —  - 

• 1        i  Ij 

1 1  r 


"'""'"*'"«"-Jl,„i^^ 


rmmxm  itBourtNC 


PRESENT  ROUTING 

1  Bntsii  Si— dqiot. . . .  From  Harper  Y  on  Russell  via  Russell  to  Earns  worth  to 

St.  AntoiQe  to  Rowena  to  Brash  to  Gratiot  to  Ran- 
dol{ili  to  Monroe  to  Woodwaid  to  Atwater. 
Retaining  via  Brush  to  |effersoa  to  Woodwatd  to  Moo- 
roe  to  Randolph  to  Gratiot  to  Brush  to  Rowena  to  St 
Antoinc  to  Fanisworth  to  Russell  to  destination. 


m 


PROPOSED  REROUTING 


1  Brush  St.— Cadillac  ^      »      t->  ^-u 

Sq  loop  From  Piquette  and  Rwssell  via  RusseU  to  Famsworth 

to  BeauWen  to  Adams  to  VWAereH  to  Broadway  to 
Gratiot  to  Farmer  to  Monroe  to  Woodward  to  Cadil- 
lac Square  to  Bates  to  Library  to  Gratiot  to  Broadway 
to  Witherell  to  Adams  to  Brush  to  Rowena  to  St. 
Antoine  to  Frederick  to  Hastings  to  Piquette  to  des- 
tination. 

The  Brush  line  north  of  Gratiot  is  at  present  operated  over  a  single  track 
with  turnouts,  giving  a  very  limited  service.  It  wiU  be  noted  that  the  ui- 
crease  in  traffic  in  the  past  nine  years  on  this  line  is  one  of  the  smallest  of  any 
of  the  fines  in  the  city.  This  is  undoubtedly  due  to  the  impossibility  of  m- 
creasing  the  service,  either  in  frequency  or  speed,  by  reason  of  the  single  track 

^^^'^ThTproposed  rerouting  with  a  loop  on  Piquette  will  make  possible  more 
frequent  service  and  better  running  time.  The  line  is  to  be  brought  east  on 
Adams  to  Grand  Circus  Park,  and  down  Broadway  foUowing  the  Fourteenth 
Street  line.  This  will  give  a  service  much  more  direct  to  the  Woodward 

Avenue  shopping  district.  ,  ■     ^    ,  i 

The  portion  of  the  present  Brush  line  runnmg  down  W  oodward  and 

across  Atwater  to  the  Grand  Trunk  depot  is  abandoned.    The  traffic  on  this 

portion  of  the  line  is  extremely  light,  and  the  depot  will  be  better  served  by 

the  West  Fourteenth  Street  loop,  which  will  deliver  the  passengers  to  the 

general  transfer  station  in  front  of  the  City  Hall. 


m 


SHERMAN  LINES 


Total  pmacagm  cacried  in  19(M. 


17,114^ 


nwnvr  •omiifG 


nOPOSBD  &ESOUTING 


1  Shtnnui.  .finiis. 


PRESENT  ROUTING 

From  Dix  and  livernois  via  Livernois  to  Toledo  to 
Scotten  to  Porter  to  Twenty-fourth  to  Howard  to 
Twdfth  to  Abbott  to  Caw  to  State  to  Gratiot  to  Ma- 
comb  to  RusseU  to  Cathefine  to  Jot.  Caa^wi  to  Water- 
loo to  Mt.  Elliott  to  Kercheval  to  Horibot  Y. 

Returning  via  Kercheval  to  Mt.  Elliott  to  Hendridcs  to 
Jos.  Campau  to  Sherman  to  Hastings  to  Qinton  to 
m^SL^  Gratiot  to  State  to  Shelby  to 

Mfdqgaii  to  Porter  to  Scottcn  to  Toledo  to  Livemoia 
to  dcstaiatioo. 

m 


PROPOSED  REROUTING 


1  Toledo— City  HaU 

loop  From  Dix  and  Livernois  via  present  route  to  Michigan 

to  Griswold  to  Fort  to  Woodward  to  Michigan  to 
Porter  to  destination  as  at  preseitt. 

2  Sherman — Cadillac 

Sq.  loop  From  Hurlbut  Y  via  present  routing  to  Bmsli  to  Monroe 

to  Cadillac  Square  to  Bates  to  Lafayette  to  Beaiibieii 
to  Macomb,  thence  via  present  rottting  to  destmation. 

3  Sherman  through  From  Dix  and  Livernois  via  present  route  to  Hliribilt  Y. 

Returning  via  present  route  to  State  to  SecoiHl  to  Pewter, 
thence  Yia  present  route  to  destination. 

Investigation  of  the  traffic  on  this  line  between  Abbott,  Michigan,  Broad- 
way and  Randolph,  shows  practically  the  same  characteristics  as  the  other 
east  and  west  lines,  the  great  bulk  of  the  loading  and  unloading  being  at  or 
near  Woodward.  The  recommendations  made  regarding  the  equipment  and 
method  of  operation  of  the  north  and  south  lines  make  possible  tlie  continua- 
tion of  a  considerable  cross-town  car  service  on  State,  The  rerouting  pro- 
vides that  this  line  be  divided  into  a  base  through  service  running  from  Dix 
and  livernois  to  the  Hurlbut  Y  and  a  ''tripper"  service  via  the  City  HaU  and 
Cadillac  Sqnaie  loops. 


103 


MYRTLE  ONES 


Tout  passengers  carried  in  1904  Not  run  as  a  sq>a»te  line 

Tptal  passengers  carried  in  1914  7.097,619 

I  "^'^'^i-**^  ' F      ^       I  '-^         — — : 

|i         fmm«i»  uiLiifc  i||pilwiip||iii«,«,,  „  _  i  f'»«->™«-,.,^   "•"•'■mm^}  l«llM'  ■  "ii  1  ,     ■  ,  .,  ,. 


IWSmT  'KN7TING 


PIOPOSBD  REROUTING 


1  Myrtle  line 


1  Myrtle  line 


PRESENT  ROUTING 

.From  Roosevelt  and  Myrtle  via  Myrtle  to  Grand  River 
to  Cass  to  State  to  Griswold  to  Gmgress  to  Mt.  Elliott 

to  Jetierson  to  Field  Avenue  Y. 
Returning  via  Jetierson  to  Mt.  Elliott  to  Fort  to  Brush 
to  Congress  to  Griswold  to  Grand  River  to  Myrtle  to 
(wstmation. 

PROPOSED  REROUTING 
.  From  Roosevelt  Y  and  Myrtle  via  Myrtle  to  TrmnbuH 

to  Fort  to  Woodward  to  Umed  to  Randolph  to  Cm- 
gress  to  Mt.  Elliott  to  Jefferson  to  Field  Avenue  Y 
Keturning  via  Jefferson  to  Mt.  Elliott  to  Fort  to  Brush 

to  Port 
to  TnmiiNin  to  Myrtle  to  destination. 

lot 


The  passenger  counts  on  this  line,  through  the  congested  district,  from  the 
corner  of  Middle  and  Cass  to  Congress  and  Brush,  indicate  heavy  unloading 
and  loading  from  Shelby  and  State  to  Congress  and  Randolph.  The  heaviest 
loading  and  unloading  is  at  Griswold  and  Michigan  and  at  Congress  and 
Woodward.  Both  of  these  points  would  be  served  by  cutting  this  line  in  two 
and  looping  each  part  around  the  City  Hall  and  through  Cadillac  Square. 
The  cross-town  service  rendered,  however,  by  this  line  and  its  convenience  as 
a  local  transfer  across  the  lower  part  of  the  city  warrants  for  the  present  a 
continuance  of  this  route  as  a  through  line  until  congestion  in  the  downtown 
district  reaches  such  a  point  that  further  curtailment  of  cross-town  service  is 
necessary.  On  the  west  end  this  line  is  rerouted  down  Trumbull  to  Fort  to 
give  a  much  needed  connection  in  this  district. 


105 


TRUMBULL  UUES 


Total 
Total 


carried  in  ISNM. 
catfiad  in  1914. 


4^55,264 
6^654371 


  ,f 


-ill"      III'' ' 


f 


PKOFOSED  lEaOUTING 


PRESENT  ROUTING 


1  TcnmlMill 


1  Trumbull 
HaO  loop 


 ^"S?  ^  Tnmilwll  to  llld%ui  to  Griswold  to 

Woodbridge  to  Bates. 

Returning  via  Bat«  to  Coi^wt  to  Gfimid  to  MiGh%ail 
to  TrttmbiiU  to  ^tm^Smmtu^ 


City 


PROPOSED  REROUTING 


.From  terminal  carhouse  via  Trumbull  to  MM^m^  to 
Gnswold  to  Fort  to  Woodwaid  to  Mkh«ui  to  Tnm- 
buM  to  destination. 

105 


The  rerotitiiig  of  the  Trumbull  line  is  planned  to  eliminate  and  simplify 
the  car  crossings  in  the  congested  district  while  maintaining  its  general 
functions. 

The  traffic  originating  south  of  Congress  Street  is  so  small  a  proportion 
of  that  in  the  congested  district  tributary  to  the  Trumbull  line  that  the  com- 
pUcations  involved  in  routing  it  down  to  Jefferson  are  not  warranted. 


107 


JIARFER  ONES 
Total  passengers  carried  in  1914, ....... 


I  f — J,  I 


mmmm 


I  I  'CJ 


— - — f 

Off"  niUfllHIIKt^Hu 
■L  J 

1  j""  iiWi*! 


PRESENT  lOUTING 


PIOroSED  REROUTING 


PRESENT  ROUTING 


1  Haiper  line 


.Froni  terminal  via  Harper  to  Mt.  Elliott  to  Hendricks 
to  Jos.  Canyau  to  Sherman  to  Hastings  to  Clinton  to 
Brosh  to  Macomb  to  Gratiot  to  State  to  Shelby  to 
^ffiirson  to  GriswoM  to  Woodbridge  to  Bates  to 
Fanner  to  Gratiot  to  Macomb  to  RmseU  to  Catherine 
to  Jos.  Campau  to  Waterloo  to  Mt  Elliott  to  Haroer 
to  destmation.  *^ 


JOB 


PROPOSED  REROUTING 


1  Haiper  —  Gidillac 

S«.  loop  From  terminal  on  Harper  via  Harper  to  Mt.  Elliott  to 

Hendricks  to  Jos.  Campau  to  Sherman  to  Hastings  to 
,  Qinton  to  Brush  to  Monroe  to  Woodward  to  Cadillac 

*  Square  to  Bates  to  Lafayette  to  Beaubien  to  Macomb 

to  Russell  to  Catherme  to  Jos.  Campau  to  Waterloo  to 
Mt  Elliott  to  Harper  to  destination. 


The  Harper  line  was  originally  a  shuttle  service  running  from  Harper  to 
Mt.  Elliott  and  Gratiot.  The  present  routing  loops  around  the  entire  down- 
town district,  duplicating  locally  the  service  given  by  a  number  of  other  lines. 
The  traffic  counts  indicate  that  80%  of  the  business  on  this  line  docs  not  go 
beyond  the  City  HaU  and  vidnity.  The  line  at  present  is  utilized  as  a  trans- 
fer from  the  river  front  north  bound  to  the  Gratiot,  Mack,  Baker  and  other 
lines.  This  class  of  service  is  amply  provided  for  by  the  Woodward,  Hamilton 
and  Fourteenth  rerouted  lines.  Therefore  reroute  1  turns  the  Harper  cars  on 
the  inner  loop  through  Cadillac  Square. 


109 


MICHIGAN  CENTRAL  DEPOT  ONE 

^"^(Snr  2.282,584 
Hint  Ine  WIS  not      tei  mrmt  ontU  Dec.  27,  1913.) 


 '  Hi"-i"«»«""«ii«i»«m^  ^"   

•■■■■■Ml  aouiuiii 

PRESENT  ROUTING 
1  aepol  F.^Man.tette  and  Fifteenth  via  Marantette  to  Four- 

i  Mid^gM  to  Fourteenth  to  Dakellc  to  Fif- 

PROPOSED  REROUTING 

1  Michigan  depot  

Th"^  ?  to  Locus, 

to  H«"y  to  Pa*  lo  «U.i.«tao  to  COM  to  Gri^ 
wold  to  Shelby  to  Mk*^  ft,  G*«rid  to  F«t^ 

110 


The  traffic  on  this  line,  as  is  usual  in  this  class  of  service,  while  enough  to 
fill  the  cars  periodically  at  train  times,  is  not  a  continuous  traffic  of  sufficient 
amount  to  warrant  a  short  interval  schedule  through  liie  day  on  more  tfian  one 
route.  The  nmaiag  time  from  the  comer  of  Fourteenth  and  Michigan  to  Shelby 
and  lifidiigan  is  only  2  minutes  less  than  the  running  time  of  the  Fourteenth  Street 
cars  from  Fourteenth  and  Locust  to  the  same  comer.  This  rerouting  is  aimed  to 
provide  for  the  growth  of  Grand  Circus  district,  both  in  office  buildings  and  large 
hotels,  and  modifies  the  present  depot  route  so  as  to  take  in  this  district  in  one 
direction.  The  growth  of  Grand  Owais  district  wanants  this  diversidn  and  ^ 
slight  addition  to  the  running  time  to  the  downtown  district.  This  reroute  will 
pass  the  principal  downtown  hotels  and  office  buildings  on  the  west  side  of  Wood- 
want  Avcmie,  running  around  the  general  transfer  loop  at  the  City  Hall. 

This  reroute  as  here  indicated  is  the  best  compromise  to  serve  all  of  the 
districts  possible  with  a  single  route  on  the  west  side  of  Woodward  Avenue. 


Ill 


ClOSSTOWN  ONES 


SB?"*^^^^-— ^^^^ 

SOUTH  CHENE  O^.  |^^UN^  VICTOR  UNES. 

JUNCTION  AVEKUE  BELT  LINE  (GR.\ND  BELT) 

P„«^,'**w""'^  ™"""'^  """^  ^o'"''  °"  Junrtion  Avenue  fiom 

hSLVl-T'  H'™'  28.  1914.    Observations  of  the 

^  demomtrate  its  usefulness.  I,  passes  through  a  densely  pop». 
dMnct  «rf  gm»  a  mri.  needed  transfer  between  the  various  east  and\S 

On  MAP  2  is  indicated  a  snggcation  of  the  continaation  of  this  Une  to  reach 
Mdwaukee  and  Balti«„,  following  McCw  for  .he  greater  pl^rf  tel^ 
tance.  The  population  along  the  Junction  Avenue  section  of  this  Hne  is  one  who« 

desunauon  ,s  „,„s,  likelv  to  be  the  factor,-  district  near  BaltitZ  »d" 

mJ^^lt"^    »  """"  ""  ^  two  districts  the 

»^ 


iia 


PKESBNT  ROUTING  AND  PROPOSED  RBROOTINCI  FOR 

INTERURBAN  LINES 


(See  MAP  10) 

Present  interurban  station  at  Larned  and  Griswold. 
Proposed  interurban  station  at  East  Cadillac  Squaie. 

DETROIT  UNITED  RAILWAY-PONTIAC  DIVISION 

Number  of  trip,  made  in  1913    .  •  ,  jS'jS 

N«B*er  of  pawei^jera  carried  maidc  one  fare  Moe  m  1913. .  ^ 

PBESENT  BOUTING 

Vtom  tenmnal     Woodward  to  Congrwa  to  Griswold  to  Lamed  to  Shdl^ 
^Rdbm^  Tia  Jefewoo  to  Griswold  to  Congress  to  Woodward  to  deslioation. 

PROPOSED  REROUTING 

From  terminal  via  Woodward  to  Congress  to  Bates  to  CadUlac  Square. 
Returning  via  Cadillac  Square  to  Randolph  to  Gratiot  to  Brush  to  Adami 

to  Witiierell  to  Elizabeth  to  Woodward  to  destinatioa.   

This  line  carries  through  care  to  Pontiac  via  Royal  Oak  and  Bmnngliaiii. 


DBfROIT  UNITED  RAILWAY-FUNT  DIVISION 

Number  of  trips  made  in  1913  •••.••:•;;*"  'oH^ 

Number  of  passengere  carried  imOde  one  fare  woe  m  1913.  '  -^72^ 
Present  tooting  and  proposed  «««tinf  saiK  «  tor  P^^^^ 
Tlib  Hne  awries  thioii^i  care  to  Romeo  and  Flmt  m  Late 


DBIROIT  UNITED  RAILWAY-ORCHARD  LAKE  DIVISION 

Notober  of  trip*  toadt  in  1913   

NnndKr  of  passencere  carried  inside  one  fare  ame  in  1913  .637^ 

FBBSENT  SOUTING 

FNB  ltraiinal  to  Grand  Riwr  to  Cass  to  State  to  Griswold  to  Lamed  to 

SliAv  to  Jcftenon. 

iKilll  niii:  Til  Jrf  to  Griswold  to  Grand  River  to  destination. 

113 


PROPOSED  REROUTING 


^r^Z^t^ZZ^  to       u.  w.^ p« 

m  line  (aiTics  tliro^ 

BETROIT  UNITED  RAILWAY-WYANDOTTE  DIVISION 
Numberoftrqisiiiadein  1913  ..  _ 

of  p«a^  carried  imide  on.  £a«';^W isiai ;  [[tj^ 

WUISENT  KOUTIKG 

^^J««S      J««B«»  to  Gri«™.d  to  F 

2.  From  termtaal  as  abow  to  Fort  to  Oufilbc  Soian. 

R«unu,g      CriJbc  Sv«  to  F<«  .l«c.  »  d»,e  to  d«tinrt0B. 

to  BatTo'S  •»  ™«.  to  Jeffe^n 

oJ'to        d^r.i'^ «» to to 

Tll»  fine  carries  through  cars  to  Trenton  via  Wyandotte. 


RAPID  RAILWAY 
Ifnmber  of  passengers  carried  inside  one  faie  a»e  in  1913. . . .  1,17^ 

PRESENT  ROUTING 

Tui.  ^^^'^  g  «MWMph  to  Gratiot  to  destination, 

iim  line  cwnet  Ifciwigli  cm  to  Ite  Hiiron  w 

m 


RAPID  RAILWAY— SHORE  LINE  DIVISION 

Nomber  of  tf^  nmAt  in  1913   6,616>4 

Nuniber  of  puaeogm  carried  inside  one  fare  ame  in  1913 . . .  .395,131 

PRESENT  ROUTING 

From  terminal  via  Jefferson  to  Bates  to  Congress  to  Griswold- 
Retaminf  via  Griswold  to  Jefferson  to  destination. 

PROPOSED  REROUTING 

From  terminal  via  Jefferson  to  Bates  to  Cadillac  Square. 

Returning  via  Cadillac  Square  to  Randolph  to  Jefferson  to  destination. 

This  line  carries  through  cars  to  Mt.  Clemens  via  Lakeside. 


DETROIT,  JACKSON  &  CHICAGO  RAILWAY 

Number  of  trips  made  in  1913   16,219>4 

Number  of  passengers  carried  inside  one  fare  zone  in  1913. .  1,163,268 


PKESBNT  ROUTING 

From  terminal  via  Michigan  to  Griswold  to  Lamed  to  Shdby  to  Jefferson. 
Returning  via  Jefferson  to  Griswold  to  Michigan  to  destinatioii. 


vmmimutmmMQ 

From  terminal  via  Michigan  to  TrmnbuU  to  Fort  to  Third  to  JcffetMn  to 

Bates  to  Cadil^fl*'  Square. 

Rctnming  via  Cadillac  Square  to  RandoM>  ^  Lamed  to  WaTiK  to  Fort  to 
Tiraabull  to  Michigan  to  destination. 

This  line  carries  through  cars  to  Ypsilanti  and  Jackson. 


DETROIT,  MONROE  &  TOLEDO  SHORT  UNE  RAILWAY 

Number  of  trips  made  in  1913    

Number  of  passeugen  carried  inside  one  fare  zone  in  1913  790,109 

PRESENT  ROUTING 

From  terminal  via  Fort  to  Griswold  to  Lamed  to  Shelby  to  Jefferson. 
BirtyffVig  via  Jefferson  to  Griswold  to  Fort  to  destination. 

nnro8B>  UKNittira 

From  terminal  via  Fort  to  Third  to  Jefferson  to  Bates  to  Cadillac  S^i«. 
Returning  via  Cadillac  Square  to  Rando^  to  Lamed  to  Wajrne  to  F«*  to 
dfstinatio**- 

Hda  fine  canies  tliroai^  cars  to  Toledo  iria  Wyaadolle  and  Monroe* 


SUBWAY 


ROTT^^T  'T^  ^  ^  to  in  Ptot  I: 

ROOTE  B  ~A  ^         «"«>^wilh  it.  ow«  i«kpe«te  air  .erWce. 
•ow  them  from  the  street  congestion.  ^r,«w         can  ano  le- 

ROUTE  A 

21  1^  ^-me  Pomt  north  of  Manchester  Avenue  where  a3eZ^ 

wi!^'  'Tr^^        ^  ^"^  ^  ^ingJe  track 

^Mtol,.^  °"  Shelby,  south  of  Shelby 

»  «.  ^ .  locaiaa  aa  aiioiwii  on  MAP  II  at  pckiats  controlled  bv  nr<>«pnt 
*Mv  ItaM  Ov  Lines 

i"W™t  car  service  ru™S 

V  ^ /rf  """v"*  awtnct    Laact  shown  by  short  dots  are 

«^ing  hues  from  wWA  a  tiimfcr  to  the  ^dmay  i.  expend  Ibr  a  ^ 

S^rcfw^^";^"  On  account  of  the  l%htLaI  .^;^o«^^ 
^oi  Woodward  Avenue,  the  Forest-Warren  cross-town  »«fat  bToJ^ 

iSZSr^rSfT^"''''"'^'^         *^P*"«^        Forest,  north  on  Woodward. 

i^^h  T^^JSZTi*^  ^    "      ^^'^^  -  ^•^^  --^  loop: 

!«  aoittli  on  Woodwaml  fun  Wantn.  mnniing  w«st  on  Forest  to  destinatum] 
Intaniii—  Liaca 

east  ^I"i!T*''*lIr'  ^."^  f««  the  north,  northwest  and  north- 

ea^  ffl^t  be  diverted  so  as  to  ran  through  the  ttdway,  or  a  tianaler  might  be 
arranged  for  at  the  terminal  station  of  ^mkm^Tm  mM^n!^^l«l 
•peaal  platform  arrangements  on  the  ours  or  at  the  '»»^hn. 

Oear  width  between  side  walls,  single  track  section. ...  12  feet  6  inches 
OwwiAh  between  side  waUs.  double  track  section. . .  .25  feet  0  inches 

niMronii  above  bate  of  rail  ,  M  feet  6  inches 

116 


Fort  Street  to  Manchester  Avenue,  double  track   5.84  miles 

Southern  Terminal  loop  Fort  to  JeiSeiBon,  sti^  trade  0.66  miles 

Total  of  single  track   ...12J4  miles 


Generally  straight  on  doable  track  there  being  only  slii^  swings  to  foOow 
center  fine  of  Woodward  Araae.  On  Soattwra  Tennbal  Loop  fonr  cartes  ol 
not  less  than  ISO  feet  tadais. 

Grades 

Portal  grades,  not  to  exceed  

Southern  Terminal  loop  maximum  grade  

Double  track  maximum  grade  

An  station  phtforms  are  to  be  oonstroded  on  level  tangents. 

The  subway  is  to  be  constructed  mainly  of  steel  and  concrete,  as  shown  by 
the  typical  sections  on  PLAN  19.  The  cross-section  is  rectangular,  with  trans- 
verse steel  bents  spaced  5'  0"  center  to  center,  built  of  rolled  I-beams  for 
the  walls  and  roof,  with  central  columns  in  the  double  track  section  built  of  angles 
and  plates.  These  bents  carry  concrete  walls  and  roof  formed  of  shallow 
arches  between  bents,  and  the  whole  rests  upon  a  concrete  floor.  The  entire 
strufilnre  w9  be  waterproofed. 

Dsainase 

The  water  enterii^  the  subway  from  seepage  or  any  other  causes  is  to  be 
drained  into  the  sewers  on  either  side  wherever  the  relative  elevations  will  allow. 
This  method  will  be  followed  north  of  Peterboro  Street.  In  the  southern  portion 
of  the  subway  drainage  sumps  will  be  installed  at  the  three  low  points  as  indicated 
in  the  profile  on  PLAN  12.  These  sumps  will  be  equipped  with  dectric  pon^s. 

The  constrncdon  of  a  ty^cal  station  is  shown  by  plan  and  section  on  PLAN 
21.  The  platforms  are  250'  long  and  10'  wide  and  are  designed  to  be  level  with 
the  car  floors.  One  entrance  and  exit  stairway  6'  0"  wide  is  provided  on  each  side 
and  additional  entrances  and  exits  may  be  provided  later  if  the  amount  of  traflRc 
at  any  station  should  make  it  necessary.  The  entrances  and  exits  are  placed  on 
the  near  side  next  to  the  curbs  of  the  cross  streets.  The  stairway  entrances  are 
cofwd  on  flbe  street  by  kiosks. 

The  statkm  waBs  are  to  be  finished  in  tile  and  mosak,  die  roof  is  to  haic 
a  plaster  finish  and  the  floor  a  granulithic  one.  The  stairways  arc  to  be  pro- 
vided with  safety  treads,  and  the  Idosks  with  wire  gbss  pands  and  roof,  with 
cast-iron  frames. 

The  construction  of  the  special  station  at  City  Hall  is  shown  on  PLAN  20 
and  on  the  following  page.  The  structural  features  of  this  and  all  other  stations 
are  in  general  the  same  as  those  of  the  typical  statkm  described,  the  changes 

117 


522% 
1.38% 
0.54% 


Mag  made  as  required  by  the  varying  conditions  encountered.  All  structunil 
fcatttres  of  both  the  snliway  and  the  stations  ate  based  upon  investigatkyas 
made  by  us  in  sufficient  detail  to  insure  the  entire  feasibility  of  construction  of 
die  proposed  plan,  and  have  been  developed  sufficiently  to  insure  the  general 
aecnnqr  of  the  estimates  submitted. 

Method  of  Construction 

On  account  of  the  slight  depth  below  the  surface  of  the  street  at  which 
the  subway  is  to  be  constructed  it  is  expected  that  the  entire  excavation  shall 
be  made  by  breaking  through  from  tlie  street  surface,  but  whero  the  traffic  coa- 
ditioas  teqntfe,  '^ctit  and  cover"  methods  must  be  used*  sodi  as  have  been  em- 
ployed in  recent  subway  construction  in  other  cities.  Such  methods  provide 
for  substantially  decking  over  all  streets  and  sidewalks  during  construction  and 
thus  maintaining  surface  traffic.  The  portion  of  the  subway  located  south  of 
the  M.  C.  R.  R.  crossing  must  be  constructed  in  this  manner,  but  north  of  the 
railroad  Woodward  Avenue  is  100  feet  wide  and  the  traffic  is  so  much  lighter 
that  open  trench  excavation  would  probably  be  permissible.  The  spedficatkms 
should  contain  dauses  providing  for  the  maintenance  of  ttreet  traffic,  boCh  on 
longitodimd  and  cross  streets,  and  also  for  means  of  access  to  buildings. 

The  material  to  be  excavated  in  constructing  the  subway  is  mainly  clay, 
varying  from  a  yellow  clay  at  the  surface  to  a  stiff  blue  clay  at  the  bottom  of 
the  excavation.  No  bed  rock  will  be  encountered  as  its  depth  averages  more 
than  100  feet  from  the  ground  surface.  It  is  expected  that  no  gravel  or  boulders 
of  any  importance  will  be  encountered,  but  occasional  sand  pockets  will  be  found. 
At  these  points  additional  timbering  during  construction  will  be  necessary.  The 
hrgest  of  die  sand  pockets  lies  across  Woodward  Avenue  in  the  neighborhood 
of  Grand  Qrctts. 

Except  for  about  1200  feet  of  single  track  on  the  southern  terminal  loop, 
where  the  base  of  the  rail  reaches  a  minimum  elevation  of  91.00  (City  datum), 
the  entire  subway  will  He  above  the  mean  level  of  the  river.  The  nature  of  the 
soil  is  such  as  to  make  it  very  impervious  to  water  and  therefore  no  very  serious 
difficulty  from  ground  water  during  construction  is  anticipated.  The  subway 
route  crosses  the  bed  of  the  old  Savoyard  Credc  between  Congress  and  Lamed 
Streets  and  of  the  old  May's  Creek  near  the  Grand  Orcos,  but  the  water  at  these 
points  can  be  taken  care  of. 

Surface  Obstructions 

On  the  surface  of  the  street  the  main  obstruction  encountered  by  the  sub- 
way is  the  surface  car  tracks.  These  must  be  supported  during  constructkin 
and  provision  has  been  made  in  the  estimate  for  so  doing. 

ITraet 

There  are  no  trees  of  any  importance  on  the  subway  route  whfch  need  be 
disturbed  dwing  com^ruction. 

Subsurface  Obstructions 

The  main  obstructions  encountered  on  the  subway  route  below  the  street 
surface  are  as  follows: 

119 


 •  •  -Cemf*!  Hcatiof  Co. 

If  1B]plljr  VtMWtT  Co. 

Edison  mmmnating  Co. 
Public  Lighting  Commission. 
Ford  &  Dime  Bank  Buildini^ 

•  .•••■••..••>  Gty  of  HctiiHl* 
Fire.  .DBputttKnt. 


Co. 


.iWiicmpui  ome  iCK^noBB  xm* 

Police  Department. 
Private  Companies. 

•  DdfiMfc  City  Gas  Ci^ 

Of  these  obstructions,  the  conduits  and  gas  pipes  are  of  minor  importance 
may  remain  in  general  in  their  present  locations,  as  the  depth  of  cover 
above  the  siilmay  is  greolcr  ten  the  feneral  dqitfi  at  wliicli  tfiqr  are  foand. 

Ihiimwg  FouadiiliQna 

No  boikBqgs  on  tiie  proposed  subway  route  encroach  either  above  or  bdow 
the  street  surface  beyond  the  curb  lines  and  the  widths  of  the  streets  are  such 
that  no  very  extensive  underpinning  of  foundations  will  be  necessary.  At 
ttatimis  it  will  be  necessary  to  arrange  passages  and  stairways  so  that  there  will 
la  no  coatkt  with  fotmdatioiis  and  vanHs.  There  most  be  designed  when  the 


The  ttmnels  on  the  subway  nule  are  shown  on  PLAN  18.  Of  these 
the  Central  Heating  Company  tunnels  in  Grand  River  Avenue  and  the  Ford 
Building  tunnel  in  Griswold  Street  are  at  such  a  depth  that  they  need  not  be 
disturbed.  The  Edison  Illuminating  Company  tunnels  in  Woodward  Avenue, 
between  Park  Boulevard  and  State  Street,  will  be  dsstnibed  by  the  subway  and 

of  sires  laiyiii^  inm  4^  0^  Cj^  to  #  4^  x  y  2^. 
The  Murphy  Power  Con^MUiy  tunnel  crossing  Woodward  Avenue  and 
Shelby  Street  in  Congress  Street  and  the  P.  L.  C.  tunnel  in  Michigan  Avenue 
will  be  disturbed,  and  portions  of  them  must  be  rebuilt  to  pass  under  the  subway. 
The  Murphy  tunnel  is  6'  x  5'  in  size  and  the  P.  L.  C.  tunnel  is  6'  x  3' 


The  sewers  are  the  'nost  innMytwift  of  tiie  obstructiops.  to  be  cnoountered 


and  their  tributaries  and  also  all  the  sewers  encountered  in  the  route  of  te 
sonthem  tenimwl  loop  of  the  aidway  are  shown  m  pbn  and  profile  on  FLANS 
15,  16  and  17.  The  proposed  new  sewer  construction  with  all  the  necessary 
new  connections  are  shown  in  relation  to  the  subway  on  PLANS  12,  13  and  14. 

It  is  designed  to  abandon  entirely  the  present  9'  0"  and  4'  0"  sewers  in 
Woodward  Avenue  and  construct  two  new  sewers  on  either  side  throughout  the 
length  of  the  subway  from  the  river  to.  the  northern  terminal  loop.  In  order 
to  avoid  the  southern  terminal  loop  and  to  obviate  the  necessity  of  installing 
syphons  under  the  subway  at  Fort  Street  and  at  Jefferson  Avenne,  the  west  skle 
sewer  is  to  be  deflected  from  Woodward  Avenue  at  the  Grand  Circus  and  is 
to  be  constructed  in  Wastuagton  Avenue  to  Michigan  Avenue  to  Shelby  Street 
and  in  Shelby  Street  on  the  west  side  of  the  subway  loop  to  a  new  outlet  in  the 
river.  The  area  included  between  this  sewer  and  the  east  side  sewer  in  Wood- 
ward Avenue  south  of  Grand  Circus  is  to  be  drained  by  the  present  7'  0" 
sewer  in  Griswold  Street  The  elevation  of  this  sewer  is  such  diat  tfie  subway 
can  pass  over  it  at  both  Fort  Street  and  Jefferson  Avenue  without  changing  ^ 
sewer  grade  or  installing  syphons. 

The  new  sewers  have  been  designed  to  give  a  total  capacity  somewhat  more 
tttan  the  existing  sewers.  It  may  be  that  at  the  time  when  construction  is  under- 
taken the  city  authorities  may  desire  to  build  sewers  of  greater  capacity,  but 
our  sewer  design  is  believed  to  be  ample  for  the  actual  needs. 

The  design  calls  for  the  following  sewers  in  Woodward  Avenue: 

BAST  SDDB 

An  8'  cylinder  sewer  from  the  river  to  the  south  line  of  Baltimore  Avenue 
at  a  slope  of  .00152.  The  invert  has  been  designed  at  the  same  dcvation  at 
Jefferren  Avenne  as  the  present  9^  sewer. 

An  ^  ey&ider  sewer  from  the  south  line  of  Baltimore  Avenne  to  the  north 
line  of  Seward  Avenue,  with  a  slope  of  .00078. 

A  6'  cylinder  sewer  from  the  north  line  of  Seward  Avenue  to  the  north 
line  of  Webb  Avenue,  with  a  slope  of  .00078. 

A  3'  X  4'  6"  sewer  from  the  north  line  of  Webb  Avenue  to  a  point  north 
of  the  subway  loop  north  of  LabeUe  Avenue  at  a  slope  of  XX)117. 

Ayx4'&*  sewer  to  be  connretcd  at  this  last  named  point  with  the  present 
3'  jc  4'  6^  sewer  on  tfie  center  line  of  Woodward  Avenue. 

There  East  Side  sewers  are  designed  to  take  care  of  all  the  sewage  and 
storm  water  tributary  to  both  the  existing  Woodward  Avenue  sewers  from  the 
east  side  of  Woodward  Avenue  between  the  river  and  the  north  terminal  of  the 
subway,  with  some  increased  capacity  as  before  mentioned,  and  also  from  bodi 
sides  of  Woodward  Avenue  north  of  the  north  terminal  of  the  subway.  Con- 
nections shall  be  made  wi^  all  the  east  side  tributary  .sewers  on  the  route. 

wm  sW' 

An  y  (y  cylinder  sewer  from  a  new  outlet  in  the  river  at  the  foot  of 
Shelby  Street  pastil^  to  the  west  side  of  the  subway  loop  in  Shelby  Street  to 
Michigan  Avenue,  to  Washington  Avenue  across  the  Grand  Circus  to  Woodward 
Avenue  to  the  center  line  of  Elisabeth  Avenue  with  a  slope  of  .00136.  The 

121 


inwtrt  has  been  designed  at  the  same  elevatioil  at  Jfciwiflo  Avenue  as  the 
pnsent  9*  CT  Woodivard  Avenue  sewer. 

A  7'  <y  cylinder  lewcr  in  Woodirard  Aircmw  ffon  tiw  center  line  oC  Sliai- 
ictfi  Aiictmc  to  the  aonth  tide  of  Bakmaore  Avenue  with  a  dope  of  J001S2. 

A  T  cylinder  sewer  Iran  the  south  line  of  Bahtnore  Avemie  to  the 
HMth  line  of  Seward  Avenue,  with  a  slope  of  .00078. 

A  6'  cylinder  sewer  from  the  north  line  of  Seward  Avenue  to  the  north 
line  of  Webb  Avenue,  with  a  slope  of  .00078. 

A  3'  x  4'  6^  sewer  from  the  north  line  of  Wehh  Afcnoe  to  a  dead  end 
at  tile  north  line  of  Ford  Avenne,.  witfi  a  skifie  of  .00117. 

These'  West  Side  sewers'  ate'  des%ned  to  take  care  of  all  tihe  sewafe  and 
storm  water  tributary  to  both  the  existii^  Woodward  Avenue  sewers  from  the 
west  side  of  Woodward  Avenue  between  the  river  and  Ford  Avenue,  with  some 
increased  capacity  as  before  mentioned.  Connections  shall  be  made  with  all  the 
west  side  tributary  sewers  on  the  route. 

aOUTHEKN  LOOP 

As  explained  above  tile  7'  IT  cylinder  sewer  in  Griswold  Street  will  take 
care  of  all  the  drainage  in  the  subway  loop  and  also  all  the  drainage  between 
Washington  Avenue  and  Woodward  Avenue  which  cannot  be  turned  into  the 
new  Washington  Avenue  sewer.  A  number  of  new  connections  must  be  made 
to  connect  sewers  which  are  now  tributary  to  the  Woodward  Avenne  9*  Of 
cylinder  sewer,  so  that  tiwy  shall  drain  mto  tiie  new  sewer.  The  present  A' 
cylinder  sewer  in  Shelby  Street  mnst  be  rebuilt  on  the  east  side  of  the  sobway 
in  that  street  from  the  alley  south  of  Fort  Street  to  connection  witii  tiie  i»resent 
3'  or  X  4'  6"  sewer  in  Lamed  Street. 

The  new  Woodward  Avenue  sewers  are  shown  in  cross-section  at  High 
Street  on  PLAN  19  and  typical  uptown  locations  are  shown  in  the  typical 
station  design  on  PLAN  21.  The  sewers  are  designed  to  be  built  completely 
ontskle  of  the  exterior  waOs  of  the  subway.  Between  Jefferson  Avenne  and 
Bagf  SHect  they  nnst  be  deflected  to  pass  aroond  tiie  station  piatfonns,  bnt 
north  of  Biff  Siraet  they  are  continued  straight,  passing  under  the  station  plat^ 
foens.  An  manholes  are  centered  on  the  center  line  of  the  sewers,  thereby 
assisting  their  ventilation  and  allowing  of  their  use  for  snow  removal.  It  will 
be  necessar)'  to  construct  the  entire  new  sewer  system  with  all  new  connections 
before  the  construction  of  the  subway  is  undertatoi. 

Witcr  Mains 

There  are  no  water  mains  of  any  great  in^mrtance  running  longitudinally 
on  the  subway  route.  The  8",  10"  and  12"  pipes  in  Woodward  Avenue  must 
be  rebuilt  at  the  side  of  the  structure  for  a  greater  part  of  the  distance  and 
provision  has  been  made  in  the  estimate  for  so  doing.  There  are  also  some  large 
mains  which  cross  the  subway  route  and  the  method  of  carrying  tiiese  over  tiie 
•op  of  tie  subway  is  shown  k  FLAN  19.  on  whidi  it  drawn  the  48*  water 
main  mmnm  Woodwaid  Avenue  hi  Hii^  Street  The  estimate  hichMles  pro- 
vUm  for  rebnidhif  aM  the  water  pqies  encountered  in  the  path  of  tiie  subway. 


Minor  Obstructioiu 


A  method  of  disposition  of  the  conduits  and  gas  pipes  is  shownin  the  cross- 
section  of  Woodward  Avenue  at  High  Street  on  PLAN  19.  They  may,  m 
general  be  left  undisturbed  as  previously  explained,  but  must  be  supported  and 
maintained  in  a  safe  condition  for  thdr  usual  service  dnring  coostiuction,  and 
provision  has  been  made  in  the  estimate  for  so  doing. 

ROUTE  B 

Route  B  consists  of  a  single  track  ^mMmm  loop  on  Fort.  Shelby,  Jeffer- 
son and  Woodwaid.  tiie  same  as  Route  A  with  a  two  track  section  from  Fort 
Stieet  nortii  to  Grand  Circus,  where  a  portal  will  be  constructed  through  which 
street  cars  can  enter  and  leave  this  section  of  subway.  Stations  are  to  be 
located  in  general  as  shown  on  Subway  PLAN  12. 

Length 

Fort  Street  to  Grand  Circus  double  track   ^^"^ 

Southern  Terminal  loop  Fort  to  Jefferson.  Single  track- .. .  0.65 

Total  of  single  track   ^'^^ 

With  the  exception  of  C.rand  Circus  portals,  the  alignment,  grade  struc- 
tural features,  type  of  stations  and  method  of  construction  for  Ftoutc  B  is  to 
be  the  same  as  for  the  corresponding  portion  of  Subway,  Route  A. 

<Snnd  Circm  Fortals 

The  subway  portal  is  designed  for  tfie  operation  of  surface  cars  only, 
permitting  a  maximum  iwdtii  of  22  f on  tiic  street  surface  and  a  length  of 
341  feet  by  using  a  grade  of  522%.  This  brings  tiie  entire  portal  within  the 
linuts  of  Grand  Circus  Paik  which  has  been  decreased  on  both  sides  to  provide 
additional  width  for  Adams  Avenue.  Woodward  Avenue.  Park  Boulevard  and 
WithereU  Street.  The  design  provides  for  a  39-foot  roadway  on  each  side  of 
the  portal  and  ample  space  for  vehicles  and  pedestrians  at  all  the  street  inter- 
sections. 

Obatmctkma 

It  is  designed  to  dispose  of  aU  surface  and  subsurface  obstructions  encoun- 
tered on  this  subway  route  just  as  designed  for  Route  A.  It  wfll  not  be  ncc«s- 
sary  to  construct  tiie  entire  new  sewer  system  for  Woodward  Avenue,  but  only 
tii^  portion  of  it  which  lies  south  of  Grand  Circus.  The  new  8'  0"  cylinder 
sewer  on  the  west  side  of  Woodward  Avenue  shall  be  connected  at  the  center 
line  of  Elizabeth  Street  to  the  old  9'  0"  cylinder  sewer  and  the  new  8'  0" 
cylinder  sewer  on  the  east  side  of  Woodward  Avenue  shall  be  connected  at  tiic 
south  line  of  Elizabeth  Avenue  to  the  old  4'  0"  cylinder  sewer.  A  4'  (T  over- 
flow by-pass  shall  be  constructed  at  an  easy  grade  from  the  former  oonne^oo 
to  the  latter  connection  so  tiiat  when  tiie  west  side  sewer  is  taxed  beyond  its 
capacity  in  handling  tiie  effluent  of  tiie  9*  0"  sewer,  tfie  overflow  can  be  earned 
by  tiie  cast  side  sewer.  These  features  are  shown  on  PLAN  12. 

123 


* 

ROUTE  A 

1.  Subway  construction  with  18  stations  complete,  including  re- 
building all  water  mains,  ttmnels,  pipes  and  conduits  which  will 
cause  interference,  all  in  accordance  with  plans  attached,  and 
including  portal  and  tracks  for  Northern  Terminal  loop   $10,183,978 

2.  Scirer  caomtiiicticiu   1,360,248 

$.  EqnipmMH  of  tpexM  sted  can  nifiickiit  to  caify  traffic  eiti* 

auHttdl   2;l60y000 

4  £kctncal  Equipment— rail  statkm  and  leedcra   600,000 

5.   Lcfal  and  preliminary   250,000 

6k   Land  damages,  easements  and  items  not  estimated   650,000 

7.   Interest  during  construction   1,100,000 

Engineeriiif  and  construction  contingencies  included  in  items 


Total   |14304i226 

ROUTE  B 

lepiwioaig  ail  waier  .mawis,  HHiweis,  piqies  ana  cuiiiiUKi  wmcn 
would  cause  interference,  all  in  accorduKC  witfi  plans  attached, 

including  also  portal  at  Grand  Grcns   $1,462,750 

2.  Sewer  construction  ^   240,000 

3.  Electrical  equipment — sub  station  and  feeders   100,000 

4.  Legal  and  preliminary   200,000 

5.  Land  damages,  easements  and  items  not  estimated   350y000 

finlfiffiiti  ■diifim  fimrtTWitw"   TSjOOO 

IBaif^afleiittf  and  'COMCtmction  contit^pMiC'ies  lucluded  in  items 

1  'Snd  2. 


Total      12^750 


124 


VSHICLB  TRAFFIC 


The  very  unusual  and  general  use  of  private  automobiles  for  traveling  about 
the  city  has  produced  a  serious  problem  which  must  be  considered  in  connection 
with  die  stieet  railway  traffic  in  tile  downtown  district  of  Detro^  The  paiidng 
of  can  aloqg  the  cmh  at  45  defrees  in  tfie  hnsiaess  district,  projecting  8  or  10 
feet  into  the  street,  lestricts  iSat  free  passage  for  vehicle  traffic  in  some  blocks 
to  such  an  extent  as  to  seriously  interfere  with  the  freedom  of  street  car  move- 
ments and  their  loading  and  unloading.  It  is  quite  evident  that  this  parking 
should  be  absolutely  prohibited  on  certain  of  the  narrow  streets  and  very  much 
restricted  near  the  ends  of  all  the  blocks. 

The  paricing  of  automobiles  al<nig  the  curbs  opposite  the  safety  aooes  forces 
Tehidcs  passing  parallel  widi  the  street  can  to  encroach  npoa  tiie  safety  zones 
and  jeopardiaes  pedestrians  passing  frooi  tfie  sidewalk  to  the  safely  aooe. 

The  observance  of  the  safety  zones  and"  the  pedestrian  crossiiy  where 
indicated  by  white  bands  on  the  paving  of  the  street  is  very  excellently 
enforced  by  the  traffic  police.  The  observance  of  the  parking  restrictions, 
however,  appears  little  respected  by  automobile  owners. 

The  possibility  of  loading  and  unloading  passengers  at  a  given  street  comer 
widi  safety  or  whether  a  vdiide  can  pass  between  a  street  car  and  a  row  of 
parked  aiHomnhilfs  without  jamming  and  delaying  the  whole  traffic  on  the  street, 
should  not  dqiend  upon  tiie  ja^;ment  of  some  atrtomobile  owner.  The  parkmg 
at  these  points  should  be  absolutely  prohibited  and  die  rule  rigidly  enforced. 

The  transferring  of  the  route  of  the  Fourteenth  Street  line  from  Qifford  to 
Park  Blvd.  has  in  view  the  freeing  of  Clifford  from  street  cars  to  its  junction 
with  Cass  Avenue.  This  street  being  wide  and  well  paved  would  then  provide 
a  direct  through  route  for  the  north  and  south  automobile  traffic  on  the  west 
side  of  Woodward  Avaaue,  connecting  Washington  BoolevanI  direcdy  with 
Cass  Avenue. 

Supplementing  this,  the  setting  back  of  the  curb  line  and  die  rtpamng  of 
John  R  Street  from  Adams  Avenue  north  should  be  undertaken  to  provide  an 
attractive  north  and  south  thoroughfare  on  the  east  side  of  Woodward. 

Such  improvements,  if  accompanied  with  suitable  ordinances  giving  the 
right-of-way  to  north  and  south  vehicle  traffic  on  these  thoroughfares,  as  opposed 
to  east  and  west  streets,  would  result  in  diverting  a  very  large  proportion  of 
dns  traflSf^  whi^h  now  interferes  cBWslderaMy  wiA  die  h*^^  and  wiloading 
of  die  sttrlhMe  can  aO  i^oog  Woodwud. 

A  further  r^;ulation  requiring  automobiles  to  stop  with  the  cars,  between 
Jefferson  and  Forest  Avenue  on  Woodward,  would  facilitate  the  loading  and 
miloading  operations  on  this  street  and  tend  to  restrict  the  vdiide  traffic  to 
diat  which  is  local  and  necessary. 

The  vehicle  traffic  across  Woodward  Avenue  at  the  Campus  Martins  should 
be  restfkted,  certainly  during  the  msh  houn,  so  as  to  prevent  crossing  from 
Ifidn^iaa  tPtd  Fort  ^rect  to  CidiHar  Square  and  Monroe,  and  vice  vena.  ' 

12$ 


West  bound  wlikdes  siioitiil  put  fwm  Cadiltoc  Sqmre  and  Monroe  north  arotwd 
tie  fbontmii.  to  cfOis  WcNKtwaid,  Aenoe  out  lfklu|Hi  to  GnswoM.  and  tbcnoe 

East  bound  tiaffic  on  Michigan  should  also  pass  north  of  the  fountain, 
fOiof  to  Monroe,  and  south  of  the  City  Hall  if  bound  for  CadiUac  ^«|«v 

East  bound  Fort  Street  traffic  should  pass  east  on  Fort  to  ^•^Jj"^ 
crossing  south  of  the  Pontchartrain  Hotel,  thence  notth  on  Woodward.  UiisMg 
east  into  Cadillac  Sqpiare.  ^  j  

The  nor^  and  soofli  ^dnde  HalBc  on  Woodwaid  nay  be  continned  mmiag 

only  Willi  tiio  cafs>  „ 
JlKk  arrangement  will  prove  beneficial  in  accelerating  the  vehicle  traffic 
movement  and  at  the  same  time  relieve  both  the  car  and  pedestrian  crossings. 
On  MAP  6  will  be  seen  this  routing  by  dashed  lines  with  arrows  Mcatnf 
diiectaoo. 


BBLLB  I8LB  BRIDOB  TRAFFIC 


The  congestion  and  interruption  of  the  Jefferson  Avenue  service  at  the 
approach  to  the  Belle  Isle  Bridge,  on  Sundays,  holidays  and  special  occasions, 
is  annoying  to  the  regular  patrons  of  the  Jefferson  line  and  a  serious  interference 
to  the  legitimate  vehicle  traffic  on  Jefferson  Avenue.  It  also  produces  unsat- 
isfactory conditions  for  tbe  crowds  going  to  and  irom  the  island  itsdf.  As  at 
piescnt  arranged  unloading  and  loadtng  of  tlie  Bdle  Me  traffic  is  effected 
at  or  near  the  foot  of  Grand  Boolevard.  Passengers  alight  at  this  point  and 
pass  by  foot  across  tiie  bridge  to  the  island  or  use  die  motor  hoses,  w^di,  how- 
ever, accommodate  only  a  limited  number. 

The  nature  of  this  Belle  Isle  traffic  is  inherently  different  from  that  in  other 
parts  of  the  city.  Habitual  travelers  whose  daily  affairs  carry  them  to  certain 
d^nite  places  readily  acquire  the  habit  of  using  apparently  complicated  arrange* 
amis.  It  is  foond  posnlde,  in  sodi  cases  to  pass  trough  given  areas,  passage* 
ways  or  otherwise  Kmiled  ^laoes,  larger  daily  crowds  in  a  short  period,  tiian 
would  be  possible  with  a  holiday  or  transient  crowd.  The  £eUe  Isle  bridge 
traffic  when  heavy  is  essentially  a  holiday  crowd,  including  women  and  children 
often  encumbered  with  lunch  baskets  and  other  paraphernalia.  Such  a  crowd 
to  be  handled  with  least  confusion  and  with  dispatch  should  have  the  simplest 
possible  course  to  pursue,  and  when  once  loaded  on  cars  should  not  be  trans- 
ferred until  tfieir  destination  is  reached. 

The  ^stance  from  JeBmm  Airenoe  to  tfle  Ille  end  of  the  bridge  is 
over  half  a  mile,  and  in  case  of  a  sudden  or  threatened  storm,  or  in  extrem^ 
hot  weather,  this  is  a  long  distance  for  family  parties  to  be  obliged  to  walk. 
From  this  viewpoint  the  use  of  through  cars  over  the  bridge  to  the  island  is 
clearly  indicated.  In  addition  to  the  street  car  passengers  alighting  on  Jeffer- 
son Avenue  and  the  pedestrian  crowds  approaching  from  the  nearby  parts  of 
Ae  dly,  fStnert  b  also  an  exceedingly  heavy  automobile  tn^  across  the  bridge^ 
At  tines  die  movement  of  Ae  aotomobile  and  pedesfaian  traffic  to  and  from 
die  island,  conffirting  with  the  east  and  west  street  car  and  antomobile  traffic 
on  Jefferscm  Avenue,  practically  suspends  the  use  of  this  important  thoroughfare. 

In  view  of  the  fact  that  Jefferson  Avenue  is  the  main  east  and  west  thor- 
oughfare of  Detroit  and  is  in  constant  use  365  days  in  the  year,  any  solution 
of  the  handling  of  the  bridge  traffic  should  be  subordinated  to  the  legitimate 
street  tra£fic  of  Jefferson  Avenue  itself.  The  elements  of  conflict  at  present 
pKodttcfaiig  die  congestion  are  principally  tihe  antootobfle  traffic  to  and  from  Ae 
idand  and  the  fatige  crowds  of  people  surging  across  the  street  in  their  effiorts- 
to  leave  or  board  the  cars  strung  ''^'^'V  ^he  Jefferson  Avenue  trades. 

Jefferson  Avenue  Bridge  Approach 

We  propose,  therefore,  that  a  grade  separation  be  arranged  at  this  point 
for  automobiles  going  to  and  coming  from  the  island,  and  the  removal  of  pedes- 
tfhm  congestion  Iqr  tiie  runrnnc  of  tfaroi^  cars  to  tiie  isknd.  This  arrani^nient 


ijwitriiiilliilrii  0m  IwiMiiv  of  an  widapaw  or  tmnel  with  a  portal  on  Grand 
BiHdBfWit  loft  nofA  of  JdifaoB  Awwe  for  atttomobUes  passing  to  and  from 
Urn  trite.  Car  tracks  shoaM  ttini  off  at  grade  from  JcflFcrson  Avenue  directly 
oa  to  tfie  liridft  wmmik.  oomwctiiig  with  both  the  east  and  west  Jefferson 

ATemie  trades.  ,  . 

When  the  traffic  is  light,  automobUes  wiU  turn  off  on  to  tile  bridge  ttom 

Jeflferson  Avenue  or  Grand  Boulewd.  as  at  present,  and 
to  the  island  wffl  also  tiini(«  at  fiade  and  pass  oter  the  bridge  to  a  temwuis 
on  BeDe  Mt.  On  hofidi^s,  or  wlwnefer  the  crowd  is  heavy,  the  traffic  regula- 
tions win  twpiire  tlie  amonMbilcs  for  the  island  to  turn  north  from  Jefferson 
on  some  adjacent  street  so  as  to  approach  the  bridge  from  Grand  Boulevard. 
They  wiU  then  pass  under  Jefferson  Avenue  through  the  underpass  or  subway 
to  the  bridge.  Returning  to  the  city  they  will  pass  through  this  same  subway, 
thus  avoiding  entirely  the  surface  traffic  on  Jeffmon  Avenne. 

In  reM^  a  decision  to  recommend  carrying  cars  to  Belle  Isle  over  the 
bfidKe  we  have  had  clearly  in  mind  the  absolute  necessity  of  doing  so  only  m 
case  we  could  combine  this  recommendation  with  a  plan  which  would 
running  of  the  cars  upon  the  island  unobjectionable  from  an  aitatoc  and  aaatie 
standpoint.  Detroit  is  unique  in  the  possession  of  an  isiind  paik  M  ^"^^^^ 
any  beautiful  surronndings  and  natmal  attractions,  and  it  would  be  a  ienons 
■islakc  to  deface  or  ii^  mmywmffSnt  •ppcaruMO  of  tins  pkasnre  graonii 
If  ill-aidvised  or  ifisfignrinf  terminal  plans. 

We  si«gest  Oie  construction  of  the  island  end  of  the  bridge  with  tracks 
4f,5y»if«y  from  a  point  on  the  bridge  several  hundred  feet  from  the  present 
tiiore  line.  By  carrying  these  tracks  downward  at  a  moderate  grade  tfic  m 
will  pass  entirely  below  the  level  of  Uie  bridge  at  the  present  liHie  fat.  On 
the  island  beyond  this  point  the  deck  of  the  bridge.  LUiiililiiiilg  Oe 
to  be  maintained  krel  form  snBkientiBstance  to  form  a  roof  or  top  to  a  subway 
amtion.  lie  trades  to  Ae  idand  wai  dei«li  liwn  the  bridge  into  this 
•nd  toop  aionml,  so  as  to  pirn  kiadiiif  and  mitoai^ 

This  entire  subway  terminal  can  be  constructed  of  concrete  and  steel  and 
masked  by  banks  of  earth  on  each  side,  planted  with  grass  and  Ar^eiym 
such  a  manner  that  the  appearance  of  the  island  wiU  be  illsilHamHl  ifftmaBf 
atatpresent.   The  location  sdected  does  not  any  of  the 

tht  ishmd  at  this  point  A  sligfat  devatkn  of  only  a  few  feet  wdl  be  necessaiy 
of  the  hfoail  plaa  jnst  sonlh  of  the  bridge  approach  from  which  the  present 
roadways  brandi  in  rarkms  directkms.  This  level  may  be  kept  approximately 
tlK  same  as  the  ciOWn  of  the  present  small  bridges  passing  over  the  canals,  the 
hank  around  the  subway  station  to  be  sloped  off  to  the  grade  of  the  present  lawns. 

By  this  form  of  construction  the  cars  will  commence  descendwg  shoot  W 
feet  from  the  present  shore  Une  and  be  practkaOy  hHsMe  fa— j^^Jy*^ 
river  except  on  the  portkm  of  the  bridge  well  oat  h*i  Iht  stwim  wheio  Wgf 
most  he  viewed  only  from  a  considerable  distance. 

rj..,iiiiififf"'  ii  nihinf  the  by  can  will  alight  and  pass  out  through 
aide  iiiiii'nhwii  of  a  twmai  fonn  m  varkms  directkns  to  the  present  paths  and 

'IIP 


iWMlwmyt  of  the  island  wMwut  crossing  or  interfering  with  the  vehicle  traffic 
on  the  road  level  above  them.  In  the  same  manner  loading  to  return,  access 
would  be  had  to  this  station  from  all  directions  by  various  passages,  all  cen- 
tering in  a  common  system  of  looped  platforms.  Additional  rapidity  of  loading 
could  be  obtained  on  special  occasions  by  collecting  fares  at  the  cntranoes  to 
these  platforms.  The  design  as  at  pKMnt  laM  out  coiilciii|ilates  ^  hawBiBf 
of  ahont  40ylMN>  passengers  per  hour. 


Our  attention  has  heen  called  to  a  plan  lor  a  second  bridge  at  the  east  end 
of  the  tsiaad.  This  has  been  considered  in  studying  the  traffic  problem  at  the 
pKScnt  bridge  approach,  and  we  do  not  find  in  it  a  solution  of  the  Jefferson 
Avenue  congestion.  The  great  bulk  of  the  traffic  to  the  island  comes  from  west 
of  the  present  bridge.  So  long  as  this  bridge  is  in  existence  the  congestioa  at 
the  present  point  will  continue  and  probably  increase  ai  tiw  dty  grows. 

Out  recommcndatioii.  therefore,  it  for  lebwilding  tfie  pfwent  bridge,  along 
Haes  we  have  suggested,  of  ample  dimensions  for  vehicle  and  foot  traffic 
pcoviding  for  carrying  through  cars  to  the  island,  and  deferring  the  decision  of 
m  second  bridge  wtil  the  present  one  is  rebuilt  and  the  effect  noted. 


PUkH  or  MEW  BELLC  ISi-C  MlDaC  APPflOiieH 


PravMIng  for  •  Mikwwy  tarmiMl 


ParMni  ttwm  shown  eonn«ct«th«  n«w 


roadways  and  foot  walks  and  tho  ontranooa 


oxits  of  tho 


M«toi— A  f«ll  «*v*le9m«nt  off  thio 


•upreaoh  will  to*  aubmlttad  •• 

'  «ff  tko  OHy  0?  DotraH  to  etfiffann  to  hi* 
I  tho  w«at  Md  off  B*ll*  Isle. 

BARCLAY  PARSONS  *  KLAPP. 


PART  III 


APPENDIX  A 

COMPLETE  ROUTE  DESCRIPTIONS,  D.  U.  R^  1913 

Complete  detailed  route  descriptions  for  the  year  1913  for  all  city  lines 
of  the  Detroit  United  Railway  follow. 

The  main  headings  designate  the  name  of  the  group  of  routes  lciK»wn  as 
Lines,  such  as  the  "Brush  Line,"  "Cross-town  Line,"  etc. 

The  route  numbers — 1,  2,  3,  etc. — are  the  numbers  assigned  to  various 
routes  for  convenience  of  reference  by  the  operating  company. 

The  annual  trips  given  for  each  route  are  from  information  compiled 
by  the  company  from  its  records  for  the  year  1913. 

The  routes  having  the  largest  number  of  annual  tr^  have  been  selected 
in  the  rerouting  descriptions  as  most  important. 


I 


131 


1913— BilKn  LINS  SOUTBS 


Xoote  No.  l^From  Baker  Car  Honse  Loop  Dix  to  24th,  to  Baker,  to  Trum- 
to  Abbott,  to  Michigan,  to  Monroe,  to  Raadolpli,  to  Gratiot,  to  Grandy,  to  Jot. 
'Cmmn,  to  North  Ckcnc  Loop;  retnnumr  ▼!«  Jm.  Campan  to  Chene,  to  Gratiot, 
to  Randolph,  to  Monroe,  to  Michigan,  to  PMer.  to  MrmMju,  to  Baker,  to  23rd.  to 
Diit,  to  the  Baker  Car  House  Loop.  125,831  Annual  Tripfc 

Route  No.  2.— From  Baker  Car  House  Loop  via  Dix  to  24th,  to  Baker,  to  Trumbull, 
Itt  Abbott,  to  Michigan,  to  Monroe,  to  Randolph,  to  Gratiot,  to  Chene  Street  *Y";  re- 
tarainc  ^  Gntiot  to  RaiMlolph,  to  Monroe,  to  Mkhigaa,  to  Porter,  to  Brooklyn,  to 
Biker,  to  2li4  to  Dte,  to  Baker  Cur  Mooae  Loo9*  440  Amiaal  Trip*. 

Route  No.  3.— Fram  Baker  Car  Houae  Loop  Due  to  24th,  to  Baker,  to  Trumbull, 
to  Abbott,  to  Michigan,  to  Woodward,  to  Jefferson;  returning  via  Jefferson  to  Griswold, 
to  Michigan,  to  Porter,  to  Brooklyn,  to  Baker,  to  23rd,  to  Dix,  to  Baker  Car  Houie 

144 


 I  Mttw  4«-F»oiii  Baker  Car  House  Loop  via  Dix  to  24<h,  to  Baker,  to  Trumbull. 

to  AbhotI;  to  Michigan,  to  Griswold.  to  Jefferson,  to  Jefferson  Car  House  Loop;  return- 
fng  ^ia  Jefferson  to  Griswold,  to  Michigan,  to  Porter,  to  Broofclrn.  to  Baker,  to  23rd.  to 
Dix,  to  Baker  Car  House  Loop.  15  Annual  Trips. 


No.  5.^From  Baker  Car  House  Loop  via  Dix  to  24th,  to  Baker,  to  Trumbull, 
to  Abbott,  to  Michigan,  to  GriswoM.  to  Congress,  to  Woodward,  to  Woodward  Car 
Bouse  Loop;  returning  via  Woodward  to  Congress,  to  Griswold,  to  Michigan,  to  Por- 
ter, to  Brooklyn,  to  Baker,  to  23rd,  to  Dix.  to  Baker  Car  House  Loop.  7  Annual  Tripe 

Route  No.  6.— From  Chene  and  Charlevoix  "Y"  via  Chene  to  Atwater,  to  Jos.  Cam- 
pau.  to  River;  returning  via  Jos.  Campau,  to  Atwater,  to  Chene,  to  Chene  and  Charle- 

¥oix*y."  M 


No.  7.1— From  Jefferson  Car  House  Loop  via  Jefferson  to  Griswold,  to  Grand 
River,  to  G^  *T*;  returainc  via  G»ad  River  to  GritwOM,  to  Jefferson,  to  Jefferson 
Loof.  S40  Aaoaal  TripOi 

Ink  Firom  Baker  Car  House  Loop  via  Dix  to  24th,  to  Baker,  to  Trumbull, 
to  Abbott,  to  Michigan,  to  Griswold.  to  Jefferson,  to  Field  Avenue  "Y";  returning  via 
Jefferson  to  Concord,  to  Kerchcval  Car  House  "Y,"  thence  east  on  Kercheval  to  Ker- 
chevui  cad  Hnrflmt  "Y**;  then  returning  to  the  Btktr  Car  House  via  Kercheval  to  Mt 
Elliott,  to  Hendricks,  to  Jos.  Campau,  to  Sherman,  to  Hastings,  to  Clinton,  to  Brush, 
to  Gratiot,  to  Sute,  to  Shelby,  to  Michigan,  to  Porter,  to  Scotten,  to  Toledo,  to  Liver- 
maUk,  to  Dix.  to  Baker  Car  House.  SSt- AmmI  Tftpa 

Route  No.  9.— From  Baker  Car  House  Loop  via  Dix  to  24th,  to  Baker,  to  Trumbdl, 
to  Abbott,  to  Miehigan.  to  Monroe,  to  Rando^h.  to  Gratiot,  to  Grandy,  to  Jos.  Cam- 
pau, to  Chene  Loop;  returning  via  Jos.  Campau  to  Chene,  to  Gratiot,  to  Randolph,  to 
Monroe,  to  Woodward,  to  Congress,  to  Griswold,  to  Fort,  to  Dearborn  "Y";  returning 
via  Fort^  to  Woodmere,  to  Chamberlain,  to  Springwelia,  to  Feradak,  to  Dix,  to  Baker 
Boiiie  Loop.  Wit  Aamnl  Trip. 


1913-BKII8H  LIMB  SOUTBS 

Route  No.  1.— From  Harper  "f*  on  RusscU  Street,  thence  via  Russell  to  Farns- 
worth,  to  St  Antoine,  to  RoweMi,  to  Bruah,  to  Gtmtiot.  to  Raadolpb,  to  Monroe,  to 

132 


Woodward,  to  Atwater;  returning  via  Brush  to  Jefferson,,  to  Woodward,  to  Monroe,  to 
Randolph,  to  Gratiot,  to  Brush,  to  Rowena,  to  St  Antoine,  to  Farnsworth.  to  Russell, 
to  Harper  "Y."  ^''^  Amwil  Ttipe. 

Route  No.  2.— From  Harper  "Y"  on  Russell  Street  via  Russell  to  Farnsworth,  to  St 
Antoine,  to  Rowena,  to  Brush,  to  Gratiot,  to  Randolph,  to  Monroe,  to  Michigan,  ip 
Trumbull  Ave.  "V;  returning  via  Michigan,  to  Monroe,  to  Randolph,  to  Gratiot,  to 
Brush,  to  Rowena,  to  St  Antoine,  to  Farnsworth,  to  Russell,  to  Harper  "Y." 

46  Annual  Tnpa. 

Route  No.  3^From  Michigan  and  Trumbull  via  Michigan,  to  Griswold,  to  Congress; 
retaming  via  Congress  to  Woodward,  to  Michigan,  to  Michigan  and  Trumbull  " Y  " 


1913-^ROSSTOWN  LINE  ROUTES 

No.  l^From  Warren  and  3l8t  via  Warren  to  Beaubien,  to  Forest,  to  Mt 
Elliott,  to  Kercheval.  to  Concord,  to  Champlain,  to  Field,  to  Jefferson;  returning  via 
Jefferson  to  Concord,  to  Kerchevai.  to  Mt  ElUott.  to  Forest,  to  14th,  to  Warren,  to 
31st  Street  "Y."  "♦.058  Annual  Trips. 

Route  No.  2.p-Same  as  No.  1,  except  continuing  from  Field  and  Jefferson  via  Jeffer- 
son to  and  from  the  Jefferson  Car  House.  13.189  Annual  Trips. 

Route  No.  3^From  Warren  and  31st  via  Warren  to  Beaubien.  to  Forest  to  Mt 
Elliott  "Y":  returning  via  Forest  to  14th,  to  Warren,  to  3l8t  Street  "Y." 

1.W  AoBnalT^a. 

Route  No.  4.— From  Warren  and  31st  via  Warren  to  Beaubien,  to  Forest,  to  Mt. 
Elliott,  to  Harper,  to  Field  Avenue  "Y";  returning  via  Harper,  to  Mt  Elliott,  to  For- 
est, to  14th.  to  Warren,  to  31at  Street  "Y."  WIS  Aanii 

Route  No.  S^From  Warren  and  31st  via  Warren  to  Beaubien,  to  Forest  to  Hast- 
to  FSqnette.  to  Beaubien.  to  Bethune.  to  Oakland,  to  Victor,  to  Brush,  to  Man- 
dwster,  to  John  R.;  returning  via  Victor  to  Oakland,  to  Bethune,  to  Beaubien,  to  For- 
est, to  Mt  Elliott  to  Harper,  to  Field  Avenue  "Y";  returning  via  Harper  to  Mt  Elliott 
to  Forest,  to  14th.  to  Warren,  to  31st  Street  •TT."  Anwial  T«pi. 

Route  No.  6.,— From  Warren  Car  House  via  Warren  to  31st  Street  "Y";  returning 
via  Warren  to  Warren  Car  House.  W48  Aamnl  Tripe. 


Route  Na  7^From  14th  and  Warren  via  Warren  to  Beaubien,  to  Forest  to  Mt 
Elliott  to  Kercheval.  to  Concord,  to  Champlain,  to  Fidd,  to  Jefferson;  retamlac  via 
Jefferson  to  Concord,  to  Kercheval.  to  Mt  Elliott,  to  Forest,  to  14th.  to  l^y* 
Warren.  ^433  *  -'-^ 


 No.  a^From  14th  and  Warren  via  Warren  to  Beaubien,  to  Forest,  to  Mt. 

Elliott,  to  Harper  "Y";  returning  via  Harper  to  Mt  Elliott  to  Forest  to  14th,  to  14th 
and  Warren.  Aan«il 

Route  No.  9,— From  Bethune  and  Beaubien  via  Beaubien  to  Forest  to  Mt.  Elliott  to 
Kercheval,  to  Concord,  to  Champlain,  to  Field,  to  Jefferson;  retummg  via  Jefferson  to 
Concord,  to  Kercheval.  to  Mt  ElUott.  to  Forest,  to  Hastiaca.  to  Piquette,  to  Beaubien, 
to  BethsM  Avume  T."  «1  Aaonal  Tripe. 

Roale  No.  10^— From  14th  and  Warren  vhi  Warren  to  Beaubien,  to  Forest,  to  Hast- 
inga,  to  Fiquette;  letuming  via  Beaubien  to  Forest,  to  14th.  to  14th  and  Warren. 

188  Annual  Tripa. 

133 


1913— FORT  LINE  ROUTES 


N»  l#-VnMB  WcA  IttfeffWNi  «ul  the  end  of  Mblk  tnck  at  River  Rouge 
Bridge  via  Jefferson  to  Clark,  to  Fort,  to  Cadillac  Square;  returning  around  Cadillac 
Square  to  Fort,  to  Clark,  to  Weit  Jefferson,  to  end  of  double  track  at  River  Rouge 
Bfidge.  ffJM  AmmI  Trfpa 

Root*  No.  2^From  Fort  and  Dearborn  via  Fort  to  Cadillac  Square,  to  Bates,  to 
CtmrngMm,  to  Baldwin  Am  "Y**;  nitmn^  via  Cliijtiii  to  Field,  to  Jeffersoo,  to 
Helen,  to  ChaniplaiB»  to  Blmrood,  to  llOMOa,  to  l«o4o<pll,  to  Cadillac  Square,  to 
Fort  and  Dearborn  78^364  Annual  Tripfc 

Soute  No.  S^From  Clark  Car  House  via  dacic  to  Fort,  to  Dearborn  "Y";  returning 
fli  Fort  to  CUrk,  to  Clark  Car  House.  4,629  Annual  Tripe 


No.  4^Froni  Clark  Car  House  to  West  Jefferson,  to  River  Rouge  "Y";  re- 
tnming  via  Jefferson  to  Clark,  to  dark  Car  House.  AmmmA  Tiripfc 

Route  No.  Sw-^fom  Jefferson  Car  House  Loop  via  Jefferson  to  Field  and  Jefferaon; 
ictoraioc  via  JeSbraon  to  tiw  JefferwMi  Om>  Hooae  Loop.  9jm  AmmiI  Ttlpi. 


Mol  •#-FnMi  JeferaoB  Car  Hooae  via  IcCnraon  to  Hdefl,  to  Ckanplaitt,  to 
BaMwiB  Ave.  "TT;  letmtec  via  Ctanviite  to  Field,  to  Jdhtaon,  to  Jefferson  Car 
Hooie  Loop.  1,229  Annual  Trips. 


Route  No.  7.— From  Fort  and  Dearbom  "Y"  via  Fort  to  CidUlac  Square;  returning 
via  Fort  to  the  Fort  and  Dearborn  "Y."  10,955  Annual  Trips. 


No.  8.— From  Clark  Car  House  via  Clark  to  Fort,  to  Cadillac  Square;  return- 
km  via  Cadillac  Square  to  Fort,  to  Clark,  to  Clark  Car  House.  703  Annual  Tripe. 

Koute  Nob  9#— From  Fort  and  Clark  via  Clark  to  West  Jefferson,  to  the  River  Rouge; 
titttrning  via  West  Jefferson  to  Cleric,  to  Clartt  and  Fort  Vf.**        1,908  Ammi  THpa. 

Route  No.  lAr-From  Fort  and  Clark  via  Fort  and  Cadillac  Square  to  Bates,  to 
Champlain.  to  lilin  Ave.  '^i  f«t»ni».  via  Cha«iplai.  to  Field,  to  Jdfcr«»,  to 
HtleiW  to  drapiain.  to  Etamvood,  toMowoe,  to  laadolpli,  to  Cadillac  Square.  toJ?ort, 


ttMM  Mo.  ll.r— Fraaa  Field  and  Jefferson  via  Jefferaoa  to  Helen,  to  Champlain,  to 
Efanwood,  to  Monroe,  to  Randolph,  to  Cadillac  Square;  returning  via  Cadillac  Square 
to  Bates,  to  Champlain.  to  Baldwin  "Y";  returning  via  Champlain  to  Field,  to  Field 


Uk  lt#-ffom  Clark  Car  House  via  Clark  to  Fort  "Y";  returning  via  Clark 
to  Claflc  Car  House.  MamA  TttfB. 

Boole  No.  13^From  Jefferson  Car  House  Loop  via  Jefferson  to  Griswold.  to  Grand 
Biver.  10  Case  ^T;  retomiiw  via  Gfoad  Riier  to  Griswold,  to  Jsthnow,  to  Jagsrioa 


Mm,  14— FrtMB  auk  Car  Howe  via  Oarli  to  Fort,  to  Criawold,  to  Coima, 

Woodwi'4  to  Michigan,  to  Trumbull  "Y**;  returning  via  Michigan,  to  Shelby,  to 
to  Grinrold,  to  Fort,  to  dark,  to  the  Clark  Car  Hooae.     Ml  AhmmI  Tcipa. 

No.  IS^From  Woodward  Car  House  Loop  via  WuudWMd  to  Atwater  "Y"; 
via  Woodward  to  the  Woodward  Car  Hoaie  Looffu  13  AhumI  Tlfpi^ 


 Woodward  aad  Jefferson  via  Jefferson  to  Griswold,  to  Michi- 
gan, to  Porter,  to  Brooklyn,  to  Baker,  to  23rd,  to  Dix,  to  the  Baker  Car  House  Loop; 
returning  via  Dix  to  24th,  to  Baker,  to  Trumbull,  to  Abbott,  to  Michigan,  to  Woodward, 

m 


191*-WYANDOTTE  DIVISION  ROOTBS— IN  DETROIT 


SoM  No.  17*— From  the  Center  of  River  Rouge  Bridge  via  West  Jefferson  to  Clark 
Avenue,  to  Fort,  to  Griswold,  to  Lamed,  to  Shelby;  returning  via  Jefferson 
wold,  to  Fort,  to  Clark,  to  West  Jefferson,  to  River  Rouge  Bridge.    15,7«5  Aawnl  TTipa. 

Route  No.  la— From  the  Center  of  River  Rouge  Bridge  via  West  Jefferson  to  Cjbrk, 
to  Fort,  to  Cadillac  Square;  retttming  via  CadtUac  Square  to  Fort,  to  Clark,  to  W^ 
Jefferson,  to  River  Rouge  Bridge.  954  Aoaaal  Tripa. 


191S— DETROIT,  MONROE  AND  TOLEDO  S.  L.  RY.  ROUTES— 

IN  DETROIT 

Roola  No.  From  Fort  and  Dearborn  via  Fort  to  Griswold,  to  Lamed,  to  Shelbj; 
fdmuog  via  Jefferson  to  Griswold,  to  Fort,  to  Fort  and  Dearborn.  IMflfi  Amuial  Tripa. 

RoMa  Mo.  M^From  Clark  Avenue  Car  House  via  Clark  to  Fort,  to  Griswold,  to 
Lamed,  to  Shelby;  returning  via  Jefferson,  to  Griswold.  to  Fort,  to  Clark,  to  ClarkCar 
House.  AoMal  THpa. 


1913— FOURTBENTH  LINE  ROUTES 

Route  No.  1.— From  Fourteenth  and  Milwaukee  "Y"  via  Fourteenth  to  Locust,  to 
Henry,  to  Clifford,  to  Griswold.  to  ShelhT,  to  Jefferaoa,  to  Griswold,  to  Woodbridge, 
to  BMea^  to  Farmer,  to  Gratiot,  to  Broadway,  to  Witherell,  to  Adams,  to  Hastings,  to 
Piquette,  to  Beaubien,  to  Bethune,  to  Oakland,  to  Woodland  Avenue  "Y";  returning  via 
Oakland,  to  Bethune,  to  Beaubien,  to  Adams,  to  Witherell,  to  Broadway,  to  Gratiot,  to 
State,  to  Griswold.  to  Clifford,  to  BagK  to  Foorteeotli,  to  Milwaukee  "Y." 

la^M  Aaaaal  Tripa. 

Roala  Mo.  X— From  Milwaukee  "Y"  and  Fourteenth  Avenue  via  Fourteenth  to  Lo- 
cust, to  Henry,  to  Clifford,  to  Griswold,  to  State,  to  Gratiot,  to  Broadway,  to  Witherell, 
to  Adams,  to  Hastings,  to  Piquette,  to  Beaubien,  to  Bethune,  to  Oakland,  to  Woodland 
Avenue  retonmig  via  OaUaad  to  Bethune,  to  Beaubien,  to  Adams,  to  Witherell. 
to  Broadway,  to  Gtatiot,  to  State,  to  Griswold,  to  Clifford,  to  Bagg,  to  Fourteenth,  to 
Mihraokee  "Y."  *'129  Annual  Trips. 

RoaH  No.  3.— From  Milwaukee  "Y"  and  Fourteenth  via  Fourteenth  to  Locust,  to 
Henry,  to  Clifford,  to  Griswold,  to  Shelby,  to  Jefferson,  to  Griswold,  to  Woodbridge, 
to  Bates,  to  Farmer,  to  Gratiot,  to  Broadway,  to  Witherell,  to  ^amM,  to  Heatings,  to 
FIfuette,  to  Beaubien,  to  Bethune,  to  Oakland,  to  Clay,  to  Olney  "Y";  returning  via 
day  to  Oakland,  to  Bethune,  to  Beaubien,  to  Adams,  to  Witherell,  to  Broadway,  to 
Gratiot  to  Stote,  to  Griswold,  to  Clifford,  to  Bagg,  to  Fourteenth,  to  Milwaukee  "Y." 

Route  No.  4^From  Warren  Car  House  "Y"  via  Warren  to  Beaubien,  to  Forest,  to 
Hastings,  to  *^  at  Forest  and  Haatinga;  thence  via  Hastings,  to  Piquette,  to  BeaidMeii, 
to  Bethune,  to  Oakland,  to  Woodland  "Y";  returning  via  Oakland,  to  Bethune,  to  Beau- 
bien. to  Foreat,  to  Fourteenth,  to  Warren,  to  Warren  Car  House  "Y." 

Sk4M  Amml  Tripa. 

Route  No.  5.— From  Warren  Car  House  "Y"  via  Warren  to  Beaubien,  to  Forest,  to 
Hastings,  to  "Y"  at  Hastings  and  Forest;  thence  via  Hastings,  to  Piquette,  to  BeauUcn, 
to  Bethane,  to  Oakland,  to  day,  to  Olney  "Y";  returning  via  Clay  to  Oakland,  to 
BiOaiMb  to  Bcaidiieo,  to  Foreat,  to  Fonrteraili,  to  Wan«a»  to  Warren  Car  House. 

^IS  Annual  Tr^ 

I3S 


liMit  Ma  •#--Ffoni  Warren  Car  Hoom  "Y"  via  Warren  to  Foortecntli,  to  Milwaii- 
int  ''IT*;  relnraing  via  Fowtotaili  to  Warren  to  Warren  Car  House  "Y." 

IUBS2  Annual  Tiipa. 

Ronte  Ho.  7.— From  Warren  Car  Hmue  "Y"  via  Warren  to  Fonrteenth  "Y";  return- 
mg  via  Warren  to  Warren  Car  House.  33,712  Annual  Trips. 

Route  No.  A^From  Warren  Car  House  "Y"  via  Warren,  to  Beaubien,  to  Forest,  to 
Hastings  "Y";  thence  via  Hastmcs  to  Pi^wtte.  to  Beanbiai,  to  Betiinne  "Y";  retnm- 
iif  via  .BeaaiMcn,  to  Poceal^  to  FonftecnUi,  to  Watfcn^  to  Warren  Car  House  "Y." 

MM  h  mmn\ 

Route  No.  9.— From  Forest  and  Fourteenth  via  Fourteenth  to  Locust,  to  Henry,  to 
Qifford,  to  Griswold,  to  State,  to  Gratiot,,  to  Broaihray,  to  Witherell,  to  Adams,  to 
Hastings,  to  Forest,  to  Fourteenth.  50^828  Annual  Trips. 

Ronte  No.  From  Fourteenth  and  Warren  via  Warren  to  Beaubien,  to  Adams,  to 
Witiwrftlli  to  Broniway,  to  Gntiot,  to  Ststc^  to  GtimM.  to  Clilbf4  to  Bnn.  to  Foar- 
lavwint'  tw  waijen  Avcnne.  ^m^mp  flpmni  wi^pau 

Samln  New  ll^^rom  Mihrankcc  "Y"  amA  Penflimntli  wh  FonrtoMlli,  to  Locnst.  to 

Henry,  to  Clifford,  to  Griswold,  to  State,  to  Gratiot,  to  Broadway,  to  Witherell,  to 
Adams,  to  Hastings,  to  Piquette,  to  Beaubien,  to  Bethune  "Y";  returning  via  Beaubien 
to  MumM,  to  Wklinti|»  to  Brmdway,  to  Gratiot,  to  States  to  Grinpoldt  to  CMM,  to 
Bnn«.  to  Fowlcenili,  to  Ifflinudicc  MM  Aanri  Tuift, 

Ranle  Now  U>-Froai  Forest  and  Foarteentli  vis  Fonrteenth  to  Locust,  to  Henry, 

to  Clifford,  to  Griswold,  to  Shelby,  to  Jefferson,  to  Griswold,  to  Woodbridge,  to  Bates, 
to  Farmer,  to  Gratiot,  to  Broadway,  to  Witherell,  to  Adams^  to  Hastings,  to  Forest, 
to  Fourteenth.  7 JUS  AmamU  Ttipa. 

Route  No.  13.— From  31st  Street  "Y"  and  Warren  via  Warren  to  Fourteenth,  to 
Locnst,  to  Henry,  to  Clifford,  to  Griswold,  to  Shelby,  to  Jefferson,  to  Griswold,  to 
Woodbridge,  to  Bates,  to  Farmer,  to  Gratiot,  to  Broadway,  to  Witherell,  to  Adams, 
to  Hastings,  to  Piquette,  to  Beaubien,  to  Bethune,  to  Oakland,  to  Clay,  to  Olney  "Y"; 
returning  via  Cfaiy,  to  Oakfaindt  to  Bethune,  to  Beaoliien,  to  Adams,  to  Witherell,  to 
Btimdway,  to  Gratiot,  to  State,  to  GriswoM.  to  CSffbrd,  to  Bagg,  to  Fourteenth,  to 
Warren,  to  31st  Street  "Y."  AbmbI  Tripa. 

Route  No,  14.— From  31st  Street  "Y"  and  Warren  via  Warren  to  Fourteenth,  to 
Locust,  to  Henry,  to  Clifford,  to  Griswold,  to  Shelby,  to  Jefferson,  to  Griswold,  to 
Woodbridge,  to  Bates,  to  Fanner,  to  Broadway,  to  Witherell,  to  Adams,  to  Hastings, 
to  Piqnette,  to  Beanhaen»  to  Bethune,  to  Oakfaad,  to  Victor,  to  Woodward,  to  Wood- 
ward Car  House  Loop;  returning  via  Woodward  to  Victor,  to  Oakland,  to  Bethune, 
to  Beaubien,  to  Adams,  to  Witherell,  to  Broadway,  to  Gratiot,  to  State,  to  Griswold,  to 
CMm4,  to  Bagg^  to  Fourteenth,  to  Wanren,  to  Slat  Street  'y."      UM  AaaMi  'Mfta, 

Route  No.  IS^From  Oakland  and  Clay  via  Clay  to  end  of  line;  returning  via  Clay 
toOsithuNL-  (flug  Uae^ 'douMc^  end  car.)  4^iW4  M—i  TiIiwl 


1913— HAMILTON  LINE  ROUTES— IN  DETROIT 

Rnnia  L--Froin  Woodward  and  Private  rigfat-of-vray,  west  on  private  rig^A^yf- 
way  to  Metzger,  to  Oakman,  to  Webb,  to  Hamilton,  to  Greenwood,  to  Holden,  to 
Third,  to  Ledyard,  to  Cass,  to  Grand  River,  to  Woodward,  to  Woodward  and  Atwater 
**¥**;  returning  via  Woodward  to  Grand  River,  to  Greenwoodt  to  Hanrikoii,  to  Wd>h, 
to  Oaionank  to  Metsger,  to  private  t^^kt<d^mf,  to  Woodward.      SM^  Annl  Mjpik 

to  fhifdft  to'Lc^ifdt  to  CaM.  to  Gnuid  River,  to  Woodward,  to  Woodward  and  Atwaler 


"Y**;  returning  via  Woodward  to  Grand  River,  to  Greenwood,  to  Hamilton,  to  Webb 
Avenne  "Y."  OJNS  Annual  Trjpa. 


Route  No.  3. — From  Pingree  and  Hamilton  via  Hamilton  to  Greenwood,  to  Holden, 
to  Third,  to  Ledyard,  to  Cass,  to  Grand  River,  to  Woodward,  to  Woodward  and  At- 
water "Y";  retumhv  ▼i*  Woodward  to  Grand  Rhrer,  to  Greenwood,  to  Hamilton,  to 
the  Hiij^me  AvaMe  '*Y»'*  AMMid-1M{pa> 

Route  No.  4/— From  Graenwood  and  Holden  via  Holden  to  Thnd,  to  Ledyard,  to 

Cass,  to  Grand  River,  to  Woodward,  to  Woodward  and  Alwat^  "Y";  returning  via 
Woodward  to  Grand  River,  to  Greenwood,  to  Holden.  875  Annual  Tijpa. 

Route  No.  5.— From  Hamilton  Car  House  Loop  via  Holden  to  Greenwood,  to 
Hamilton,  to  Pingree  "Y";  returning  via  Hamilton,  to  Greenwood,  to  Holden  "Y,"  to 
GurBouMLoop.  lyBS  Awail  1%a. 

Route  No.  6^-Fn»n  Hanilton  Car  House  Loop  via  Holden  to  Greenwood,  to  Hamil- 
ton, to  WeM>  'IT;  returning  via  Hamibon  to  Cteeuwood,  to  Holden  "Y,"  to  Car 
Houae  Loop.  3jm  Aanual  Tripa. 

Route  No.  7.— From  Hamilton  Car  House  Loop  via  Holden  to  Greenwood,  to 
Hamilton,  to  Webb,  to  Oakman,  to  Metzger,  to  private  right-of-way,  to  Woodward 
"Y";  returning  via  private  right-of-way,  to  Metzger,  to  Oakman,  to  Webb,  to  Hamil- 
ton to  HoMc^  to  Gar  Houae  Loop,  in  AawiTlriipaL 

Rats  No.      From  Hamilton  Car  House  Loop  via  Holden  to  Third,  to  Ledyard, 

to  Cass,  to  Grand  River,  to  Griswold,  to  Jefferson,  to  the  Jefferson  Car  House  Loop; 
returning  via  Jefferson  to  Griswold,  to  Grand  River,  to  Greenwood,  to  Car  House  Loop. 

39  Annual  Trips. 


19I3-HASPBR  UNB  BOUtW 

Route  No.  Id— From  Leesville  Car  House  via  Harper  to  Mt  Elliott,  to  Hendricks, 
to  Joa.  Gauvau,  to  Sherman,  to  Haetinga,  to  Cfioton,  to  Brurii,  to  Ifaconib,  to  Gratiot, 

to  State,  to  Shelby,  to  Jefferson,  to  Griswold,  to  Woodbridge,  to  Bates,  to  Farmer,  to 
Gratiot,  to  Macomb,  to  Russell,  to  Catherine,  to  Jos.  Canipau,  to  Waterloo,  to  Mt. 
Elliott,  to  Harper,  to  the  Leesville  Car  House.  13,685  Annual  Trips. 

Route  No.  2w — From  Van  Dyke  and  Harper  via  Harper  to  Mt.  Elliott,  to  Hendricks, 
to  Jos.  Campau,  to  Sherman,  to  Hastings,  to  Clinton,  to  Bmsh,  to  Macomb,  to  Gratiot, 

to  State,  to  Shelby,  to  Jefferson,  to  Griswold,  to  Woodbridge,  to  Bates,  to  Farmer,  to 
Gratiot,  to  Macomb,  to  Russell,  to  Catherine,  to  Jos.  Campau,  to  Waterloo,  to  Mt. 
Elliott,  to  Harper,  to  the  Leesville  Car  House.  56,443  Annual  Trips. 

Route  No.  3. — From  Leesville  Car  House  via  Harper  to  Mt  Elliott,  to  Forest,  to 
Hastinga,  to  Piquette,  to  Beaubien,  to  Bethuac;,  to  OaUaad,  to  Victor,  to  Brush,  to 

Manchester,  to  John  R.,  to  Victor,  to  Oakland,  to  Bethany  to  Beaubien,  to  Forest,  to 
Mt.  Elliott,  to  Harper,  to  Leesville  Car  House.  79i  Annual  Tripa. 

Route  No.  4. — From  Van  Dyke  and  Harper  via  Harper  to  Mt.  Elliott,  to  Waterloo 
"Y";  returning  via  Mt.  Elliott  to  Harper,  to  Van  Dyke  "Y."         19,053  Annual  Trips. 

Route  No.  5.^From  Field  and  Harper  via  Harper  to  Mt.  Elliott,  to  Waterloo  "Y"; 
returning  via  Mt.  Elliott  to  Harper,  to  Field  Avenue  "Y."  1,057  Annual  Trips. 

Route  No.  6d — From  Harper  and  Field  via  Harper  to  Mt.  Elliott,  to  Kercheval,  to 
CoMOfd,  to  Fi^  to  Jefferson;  retumiag  via  Jefferaon  to  Concord,  to  Kercheval,  to  Mt. 
EUiotl^toHafpcnto  Piaid^.  MM  hmml  Ttipm. 

Route  No.  7w— From  LeesviUe  Car  House  via  Harper  to  Mt  Elliot^  to  Hendfkik*, 
to  Jos.  Caan^u,  to  Hastinga,  to  Cliaton,  to  Brush,  to  Gratiot,  to  State,  to  She%,  to 

13^ 


mMm^l  ntmim  ^  to  Mmm  to  Farmer.  ^rji^l^Vl^^r'TL^^ 

 -■  jMU  ••W^^^^^        ^^M^^^^^^^^^^"  ^^^^^^ 

Hilt  Cm  Hovm. 

Route  No.  S^ame  »  Mo.  7,  ««»it  t«nii»f  »t  Vm  Dyke  and  ^^/^^ 

•f  Leesville  Car  House.  "'~ 

Route  No.  9--From  Kercheval  Car  House  vji  Ke^'^'^A* 'l^^'t.^^el^hS^* 
to  Van  Dyke  and  Harper  "Y":  ret««i«ig  ^  H«fp«r  to  Mt.  EMott.^  ]^  Tri^ 
BnclMval  Ckr  Hmm.  * 

^....-.-^..^  M  pfnm  Beraimi  Car  Home  ^  Eercheval  to  Mt.  Elliott,  to  Hen- 
i,i2rt?l^;:Srto^^  to  Cnnton.  to  Bnjjh^  GraUoJjto 

iSTlo  Shelby,  to  Michiipui;  returning  via  ^^J.^^^^^.^'S^^^iS^^ 
to  Maconli.  to  RumU.  to  C»tfc«ri»e,  to  Jm.  CMmmm,  to  W«l«tloo,  lo^Mt.  fcii.ott^ 
Kcfchtvil,  to  Itetlwval  Cir  BoMMw  *• "  ^ 


ma^jspFSSSON  un£  routm 

Route  No.  l.-Fro«  Jeftno.  Or  Home  Loop  irte  I^^^^^Jv^.^^^^.^^^^^^ 

BWIt  W*.  l^From  "T*  ttt  Jelerson  and  Alter  Road  via  Jefferson  to  Griswold,  to 
River,  to  Grand  Rb«  Loo»;  returning  via  Grand  River  to  Gnawold  to  Strtc^to 
(Mswold.  to  Jefferson,  to  "TT  at  Aher  Road.  mmm^ 

Bontc  No.  3^From  Jefferson  Car  House  Loop  vk  Jefferm  10  WoodwM*  to  Mldri- 
JXmX^  «Hl  GriiroM;  ret^ni-t  ^  OHmnM  to  J— J;^;-  i^lL^^Tw^ 

Hil^i,  ito,  IcferwB  Car  Houie  Loop  via  Jefferson  to  Griswold  to  Grand 

River,  to  Cass  and  Grand  River  "Y";  returning  via  Grand  River  to  Gnswold,  to  State, 
to  Griawold,  to  Jefferson,  to  Jefferson  Car  House  Loop.  mmmm  m.t^ 

Route  No.  5.-From  Jefferson  Car  House  Loop  via  Jefferson  to  Griswold,  to  Gfsod 
Ikerto  Trumbull  and  Grand  Ri^  -Vj  refridog  ^  GnMA  ^^J^^ 

to  ©riwtoM,  to  JclefM%  to  |efer«Mi  Cm  Homc  Loop.  "mi  inp.. 

Wmm  Mo.  I^-F^  leferwn  Car  Koow  irk  Jcf^fMO  to  Field  and  Jefferson  "Y"; 
«JX  ^  JSLoo  ^  Icffermm  Cut  Home.  Annual  Tnps. 

mamt  Mo.  7^ro«  leierson  Car  House  Loop  via  Jefferson  to  Griswold.  to  Grand 
RWer.  to  Myrtle,  to  Myrtle  and  26th  Street  "Y";  returning  via  ^yrtleto  G^nd  River, 
to  Griawold.  to  SUte.  to  Griswold,  to  Jefferson,  to  Jefferaoo  Car  »mm  JjJjJJ^ 

IU»le  No.  l^From  Jefierioo  Cw  Hooao  Loop  irte  hMtnon  to  Comm4  to  Kerche- 
^  to  Mt.  Elliott,  to  Fof««.  to  Fowteeoth,  to  Warren,  to  Cross  Over  west  of  Grand 
ISer;  thence  via  Warren,  to  Grand  River,  to  G«nd  River  ^o^^ 
Rirer  to  Warren,  to  Croaa  Over  west  of  Grand  River,  thence^Ha  Warnn  to  DUiuian. 
S^ori  tTIa  ElBott.  to  mmhn^  to  Co«««4  to  Ch^piyis. 1;^^''^^^^^;;^ 
to  Jttktmm  Cue  Howt  Loop. 

■mIo      It  From  Jlfcrioo  Car  House  Loop  via  Jefferson  to  Griswold,  to  Michi- 
pn.  to  Trumbull  "f;  ^  Ukldtm  to  Griwfold,  to  Jefferaon,  to  J^^^ 

Clw  House  Loop. 

Route  No.  lOv-From  Jefferson  Cu  Hooae  Loop  via  Jefferson  toWoodward.  to  Log 
Cfebtn  Loop;  returning  via  Woodwaii  to  fcfmo*.  to  JolMiM  Ci»  yJJJJJS'xi^a 

m 


1913-4IHOilB  UNB  KOUTS-IM  DBTSOtT 

Route  No.  11.— From  Jefferson  and  the  Alter  Road  via  Jefferson  to  Bates,  to  Con- 
gress, to  Griswold;  returning  via  Griswold  to  Jefferson,  to  the  Alter  Road. 


1913— ORCHARD  LAKE  ROUTES— IN  DETROIT 

loalt  M^  ti^ffooa  Gnwd  Riv«r  Loop  via  Grand  River  to  Ctos.  to  State,  to  Gria- 
wold, to  Larned,  to  Shelby,  to  Jdjteraon;  fetanriog  via  JeflcraOB  to  Griswold,  to  Grand 
River,  to  the  Grand  River  Loop.  10,880  Annual  Tripa. 

Route  No.  13. — From  Shelby  and  Jefferson  via  Jefferson  to  Griswold,  to  Grand 
River,  to  Trumbull,  to  Trumbull  Car  House;  returning  via  Trumbull  to  Michigan,  to 
Sh^y,  to  Jelieraon  and  Shdby.  US  AmnnI  Ti%a. 

KoMo  Nob  H^From  Jefferson  Car  Honae  Loop  via  JeSenon  to  GcmwoM;  letntn- 
ing  from  GriswoM  and  JcSeraon  i^  Jefferaon  to  the  JeSenon  Car  House  Loop. 

364  Annual  Trips. 


1913— MICHIOAN  LINE  ROUTES 

Route  No.  1. — From  Mack  Avenue  Loop  via  Mack  Ave.  to  Gratiot,  to  Randolph,  to 
Monroe,  to  Michigan,  to  the  Michigan  Car  House  Loop;  returning  via  Michigan  to 
Monroe,  to  Randolph,  to  Gratiot,  to  Ma^  Ave.  Loop.  9M«1  *  — ■!  TMpa. 

Route  No.  2d— From  Leesville  Car  Honae  Loop  via  Gratiot  to  Randolph,  to  Monroe, 
to  Middgan,  to  Addison  "Y";  returning  Tin  Midrigan  to  Monroe,  to  Randolph,  to 
Gratiol.  to  tlM  Leesville  Car  Honae  Loop.  Anannl  Txipa. 

Rome  No.      From  Leesville  Car  House  Loop  via  Gratiot  to  Randolpli,  to  Monroe, 

to  Michigan,  to  Michigan  Car  House  Loop;  returning  via  Michigan  to  Monroe,  to 
Randolph,  to  Gratiot,  to  Leesville  Car  House  Loop.  76,008  Annual  Trips. 

Route  No.  4. — From  Mack  Ave.  Loop  via  Mack  to  Gratiot,  to  Randolph,  to  Monroe, 
to  Woodward,  to  Woodward  and  Atwater  "Y";  returning  via  Woodward  to  Monroe, 
to  Randolph,  to  Gratiot,  to  Made,  to  Mack  Are.  Loop.  Ammal  Trips. 

Route  No.  5.— From  Mack  Ave.  Loop  via  Mack  to  Gratiot,  to  Chene  "Y,"  thence 
1^  Gratiot  to  Leeaville  Car  Honae  Loop;  ratnming  from  Leearille  Car  House  Loop 
via  Gratiot  to  Chene  and  Gra^  ''Y,"  thcaee  via  Gratiot  to  Made,  to  Mack  Ave.  Loop. 

1,285  Annual  Tripa. 

Route  No.  6L — From  Chene  and  Gratiot  east  on  Gratiot  to  Louisville  Car  House 
Loop;  returning  via  Gratiot  to  Chene  Street  "Y."  1,022  Annual  Trips. 

Route  No.  7. — From  Leesville  Car  House  Loop  to  Randolph,  to  Monroe,  to  Wood- 
ward, to  Woodward  and  Atwater  "Y";  returning  via  Woodward  to  Monroe,  to  Ran- 
dolph, to  Gratiot,  to  Leeavffle  Car  Honae  Loop.  Aaa«al  Trlpab 

Roote  No.  &i— From  Leesville  Car  House  Loop  via  Gratiot  to  Randolph,  to  Monroe, 
to  Tranbnll  and  Midiigan  "Y";  retnminff  via  Midugaa  to  Monroe,  to  Randolpli.  to 
Gratiot,  to  Lcetfilt  Car  Boms  Loepw  9»  Aaaml  Tkipa. 

Moms  No.  t^From  Midiigan  Car  House  Loop  via  Michigan  to  GriawoM.  to  Jcfferw 
Bon.  to  Reld  and  Jefferaon  "Y**;  retnn^  via  Jcfleraon  to  Griswold,  to  Michigan,  to 
Midiigan  Car  Honae  Loop.  1.273  Ananal  Trips. 

139 


Koiit*  No.  lO^From  MkhilW  Cw  HoMC  Um  ^  MiMtm  to  &iiwold.  to  Con- 

BMM  Mtfb  ll#-FfO«  Car  House  Loop  via  Michigan  to  Woodward,  to 

UTonimti  aai  Atmltr  "T*;  ntwalw  ^  Woodwatd  to  Mkhigan.  to  Michigan  Car 
ItmmTmt  «98  Annwd  Trip^ 

Roate  No.  12.— From  Michigan  Car  House  Loop  via  Mkhigaa  t^^nmibttU  "Y^ 
ntnnuag  ▼!»  Michigan  to  Michigan  Car  House  Loop.  >•  hamm  Tnga, 

Route  No.  13.-From  Woodward  and  Atwater  "Y"  via  Woodward  to  the  Woodward 
Car  Hottie  Loop;  returning  via  Woodward  to  Woodward  and  Atwater  nr.  ^ 

■mm  No.  14^Froin  Jos.  Campan  and  Atwater  via  AtwaMr  to  Cheae,  to  GiMkH 
Bilf  -TT;  tlMKO  on  Gntiol  to  Gm4r.  to  |oa  Cuvmii  to  Loop;  returning  yia  Jos. 
Cmmm  to  Ckmm,  to  Atiratcr.  to  |oa  Camtnu  374  Aanaal  Tnpk 

AMMi  Mo.  Ift^fon  Tronbull  and  Michigan  via  Michigan  to  Griswold,  to  Con- 
gWt^toWooii«»*tollicW«toTn«rtMi»a«4Mk^         ^^Ot  Tripfc 

BmM  Mo.  |iu--PrTT«i  TrmdHdl  Miii  llfcMipiM  irk  Michigan  to  Monroe,  to  Randolph, 
to  GratioL  to  Chene  "Y";  retaniNC  ^  Gt^iot  to  MmMfk,  to  Monroe,  to  Michigan, 
to  TmaMA  wmi  yr*'«tr*  "Y*  ^  Annual  Tr^a. 

iMite  No  IT^From  Jelferton  Car  House  via  Jefferson  to  Griswold.  to  Grand  River, 
to  Cass  "Y"';  lotwwat  ^  Gtmad  River  to  Griawold,  to  Jefferaon.  to  Jeffer«on  Car 
House  Loop.  MmmmTam' 


IttS-niTlCXIT,  JACXaON  AND  CHICAflO  LHW  lOUTB- 

IN  DETROIT 

Roote  Mk.  M^From  bcgimiiiic  of  D.  J.  *  C  Ry.  oo  Miehigaa  AmM  at  Addison 
Sftiici;  tiwee  via  Michigan  Awmm  to  Griswold,  to  Larned,  to  Shelby;  returning  via 
mmmm  to  GrimH  to  MidiiiMi.  to  beponiag  of  D.  J.  &  C  Ry.  at  Addison  Switch. 

Ifl^l9$4  AoMNl  Tatm, 


ifi3-4fymii  MMLWAr  um  soutb-in  dvtboit 

Route  No.  X9^From  beginning  of  Rapid  Railway  on  Gratiot  Avenue,  thence  via 
Gratiot,  to  Randolph,  to  Mowoc,  to  lOdrigan.  to  GriawoMl  Lwned.  to  Shelby  ;  re- 
tMfcv  fil  Je^rson  to  GfiaifoM,  to  IfldligfM,  to  Mmnt,  to  Randolph,  to  Gratiot, 
to  icgiM*«  of  Ra»id  Raitmar.  » V^O  Anaoal  Tripe 


itts-ammiB  mm  koutss 

loote  No.  1.— From  Roosevelt  and  Myrtle  via  Myrtle  to  Grand  River,  to  Cass,  to 
State,  to  Griswold.  to  Congress,  to  Mt.  Elliott,  to  Jefferson,  to  Field  Aveme  "Y";  re- 
tsmiag  via  Jellcraoii.  to  Mt.  ElHott,  to  Fort^  to  Bnidi,  to  Congress,  to  GriswoM.  to 
Grani  ll»«r,  to  Hfttl^  to  looMfolt  "TT."  IMW  Trip*. 

BoMt  Ho.  2^tOBi  Roosevelt  VT  aod  Myrtfe  via  Myrtk  to  Grmid  River,  to  "Y" 
M'  Thw^P;  thence  via  Trumbull  to  Trumbull  Car  House;  returning  via  TmabvU* 
*Tr  tt  GamA  Riter  oo  to  Mjrtk,  thence  via  Myrtle  to  Roosevelt  "Y." 

140 


Route  No.  3^From  Roosevelt  "Y"  and  Myrtle  via  Myrtle,  to  Grand  River,  to  Cass, 
to  Slatc^  to  GriswOM,  to  Congress,  to  Mt.  Elliott,  to  Jeffersoo,  to  Alter  Road  "Y^; 
returning  via  Jefferson  to  Mt.  Elliott,  to  Fort;  to  Brush,  to  Congress,  to  Griswold,  to 
Grand  River,  to  Myrtle,  to  Roosevelt  "Y.**  1,139  Annual  Tr^M. 

Route  No.  4.— Same  as  No.  3.  except  lo<)pa  at  our  house  and  returns  instead  of  run- 
«ing  through  to  Alter  Road  "Y."  5,230  Annual  Trips. 

Route  No.  5.^From  Trumbull  Car  House  via  Trumbull,  "Y"  at  Grand  River,  thence 
via  Grand  River,  to  Griswold,  to  State,  to  Griswold,  to  Jefferson,  to  FleM  Avenue  "Y*; 
rstiifing  via  Jdieraon  to  GrisiroM,  to  Grand  River,  to  Trwnbull,  to  Trumbull  Car 
House.  UmAaamii'Mm, 

Sovia  Mo.  6. — From  Trumbull  and  Grand  River  via  Grand  River  to  Griswold.  to 
Jefferson,  to  Field  Avenue  "Y";  returoing  via  Jefferson,  to  Griswold.  to  Grand  River, 
to  Grand  River  and  Trumbull.  1,933  Annual  Trips. 

Route  No.  7.— From  Trumbull  and  Gtaad  River  via  Trumbull  to  Trumbull  Car 
House;  returning  via  Trumbull  to  Trumbull  Car  House.  MB  Anoml  Tripa. 

Route  No.  &— From  Jefferson  Car  House  via  Jefferson  to  Alter  Road  "Y";  returning 
via  Jefferson  to  Jefferaoa  Car  Home.  SO  Aanil'Ticipi. 


1913— NEW  MICHIGAN  CENTRAL  DKPOT  UNE  ROUTB8 

SoMe  Mo.  t^rom  Maiantette  and  ISth  via  Marantette  to  14t!i.  to  Miclitgan,  to 
Woodward,  to  Congress,  to  Gritiroid,  to  IficirfBMu  to  UA,  to  Dalzelle.  to  15th  and 
Marantette.  950  Annoal  Tripa. 

Route  No.  2. — From  Michigan  Car  House  Loop  via  Michigan  to  14th,  to  DaladUe, 
to  15th,  to  Marantette,  to  14th,  to  Michigan,  to  Michigan  Car  House  Loop. 

4S  Annd  Tkipa. 


l9IS-SHBSlIAaf  UNB  SIHITB8 

Route  No.  1* — From  Dix  and  Livernois  via  Livernois  to  Toledo,  to  Scotten.  to 
Sorter,  to  24th.  to  Howard,  to  12th,  to  Abbott,  to  Cass,  to  Sute,  to  Gratiot,  to  Macomb, 
to  Russell,  to  Catherine,  to  Jos.  Campau.  to  Waterloo,  to  Mt.  Elliott,  to  Kercheval.  to 
Hurlbut  "Y";  returning  via  Kercheval.  to  Mt  Elliott,  to  Hendricks,  to  Jos.  Campau, 
to  Sherman,  to  Hastings,  to  Clinton,  to  Brusli,  to  Macomb,  to  Gratiot,  to  State,  to 
l^ielbj,  to  Michigan,  to  Porter,  to  SoiCten.  to  Toledo,  to  Livemois,  to  Dix  and  Livernois. 

147JB71  Annoal  Tripa. 

Route  No.  2w— From  Dix  and  Livemois  via  Livernois  to  Toledo,  to  Scotten,  to  24th, 
to  Howard,  to  12th.  to  Abbott,  to  Cass,  to  State,  to  Gratiot,  to  Macomb,  to  Russell,  to 
Catherine,  to  Jos.  Campau,  to  Waterloo,  to  Mt.  Elliott,  to  Kercheval,  to  Concord,  to 
Champlain.  to  Field,  to  Jefferaon;  retumkig  via  J^erson  to  Concord,  to  Kercheval.  to 
Mt.  Elliott,  to  Hendricks,  to  Jos.  Campau,  to  Sherman,  to  Hastings,  to  Clinton,  to 
Brush,  to  Macomb,  to  Gratiot,  to  State,  to  Shelby,  to  Michigan,  to  Porter,  to  Scotten, 
to  Toledo,  to  Livemois,  to  Dix  and  Livemois.  4^9  Annml  Tripa. 

Route  No.  3.— From  Kercheval  Car  House  via  Kercheval  to  Hurlbut  "Y";  returning 
via  Kcfcheval  to  Kerdievnl  Car  Honse.  lM4t  Aaaanl  Tb|pa. 

Route  No.  44 — ^From  Dix  and  Livemois  via  Livernois  to  Toledo,  to  Scotten.  to  24dv 
to  Howard,  to  Abbott,  to  MicMgan,  to  Slwlbr,  to  Jefferson,  to  Griswold,  to  Wood^ 

bridge,  to  Bates,  to  Farmer,  to  Gratiot,  to  State,  to  Shelby,  to  Michigan,  to  Porter,  to 
Scotten,  to  Toledo,  to  Livernois,  to  Dix  and  Livernois.  281  Annual  Tripa. 

141 


Roote  Na  5-— From  Kerchcval  Car  House  via  Kercheval  to  Concord,  to  Champlain, 
to  Field,  to  JcictWNi:  f«tiiniii«  ^  JcicnoB  to  Concord,  to  Kercheval  ^''[^^"j^^ 

BMtte  No.  6.— From  Kercheval  and  Hurlbut  via  Kercheval  to  Mt.  ElUott^toHen- 
iridE%  to  Jot.  Campau,  to  Sherman,  to  Hastings,  to  Clintoii,  to  Brttth,  to  Gratiot.  t» 
Statt,  to  SMibf,  to  JvHumm,  to  Griswold,  to  Woodbridge,  to  Bates,  to  Farmer,  to 
Gratiot,  to  Macomb,  to  Russell,  to  Catherine,  to  Jofc  Caa^M^  to  Waterloo,  to  lit 
Elliott*  to  Kercheval,  to  Hnrlbnt  and  Kercheval  1.342  Annual  Tript. 

■•ate  No.  7^From  Kercheval  and  Hurlbut  via  Kercheval  to  Mt.  Elliott,  to  Hen- 
dricks, to  Jos.  Campau.  to  Sherman,  to  Hastings,  to  CUnton,  to  Brush,  to  Gratiot,  to 
State,  to  Michigan,  to  Porter,  to  21th;  tctmliw  iria  24tii  to  Howard,  to  Abkott,  to  Caw, 
to  State,  to  Gratiot,  to  Macomlk,  to  Rnaaeli.  to  Catherine,  to  Job.  Campau,  to  Waterloo, 
to  Mt.  Elliott,  to  KcidMial,  to  Kerdicval  and  Hnrllint  63  Aannal  Tripe. 

BuBll  a— From  Field  and  Jefferaon  to  Concord,  to  Kercheval,  to  Mt.  Elliott,  to 
Hendricks,  to  Jos.  Campau,  to  Sherman,  to  Hastings,  to  Ginton,  to  Brush,  to  Gratiot, 
to  SUte,  to  Shelby,  to  Jefferson,  to  Griswold,  to  Woodbridge,  to  Bates,  to  Farmer,  to 
Gratiot,  to  MacoMb.  to  Rmaell.  to  Catherine,  to  Jo^  Campau,  to  Waterloo,  to  1ft. 
lifaitl,  to  Ketches  to  OmtmA  to  Chanpiain,  to  Field,  to  Field  and  Jefferson. 

14  Annual  Tnpa. 

Route  No.  9.— From  Dix  and  Livernois  via  Dix  to  24th.  to  Baker,  to  Trumbull,  to 
Abbott,  to  Michigan,  to  Griswold.  to  Jefferson,  to  Field  "Y";  turning  via  Jefferson  to 
Concord,  to  Keichevat  Car  House  -Y";  thence  east  on  Kercheval  to  Hurlbut  and 
Kercheval  "Y";  rctwaiag  via  Kercheval  to  Mt.  Elliott,  to  Hendricks,  to  Jos.  Campau, 
to  Sherman,  to  Hastiaga,  to  Clinton,  to  Brush,  to  Sute,  to  Shelbj,  to  Michigan,  to 
Porter,  to  Scotten,  to  Toledo,  to  Livernois,  to  Dix  and  Livemola.         AflMd  Tnpa. 

Route  No.  10.— From  Kercheval  Car  House  via  Kercheval  to  Mt.  Elliott,  to  Harper, 
to  FieM  Avenue  "Y";  returning  via  Harper  to  Mt.  Elliott,  to  Kercheval,  to  thejer^ 
dwval^  Car  'Howe.  ^  AbwmI  Tkipa. 

Roole  No.  ll^From  Waterloo  and  Mt.  Elliott  via  Mt.  Elliott  to  Harper,  to  Field 
Avcme  *T-;  letaroinv  via  Harper  to  ML  EiKott.  to  Mt.  Elliott  aad  Waterloo  "Y.** 

298  Amittal  Tripa. 

MHM  Mo.  Hi— From  Field  and  Harper  via  Harper  to  Mt.  Elliott,  to  Hendricks,  to 
Jos.  Campau,  to  Sherman,  to  Hastings,  to  Clinton,  to  Brush,  to  Gratiot,  to  SUte,  to 
Shelby,  to  Jefferson,  to  Griswold,  to  Woodbridge.  to  Bate*,  to  Farmer,  to  Gratiot,  to 
Maconhb  to  RnaaeH  to  Cklherine,  to  Joa.  Ckflwa%  to  Waterfoo,  to  Mt.  Elliott,  to 
Harper,  to  FieM  "Y."  iAMiMlTripa. 

Hi,  ,111  mm-9mm  Dis  and  Livemois  via  liveraoia  to  Toledo,  to  Scotten.  to 
iMl,  to  Howard,  to  Ahbott,  to  Michigan,  to  Monroe,  to  Farmer,  to  Gratiot,  to  State, 
to  Shelby,  to  Midli|Ba.  to  Porter,  to  Scotten.  to  Toledo,  to  Livernoi^toDixand 
Livernois.  mamm  Tripa 

Roole  No.  From  Kercheval  and  Hurlbut  via  Kercheval  to  Mt.  Elliott,  to  Hen- 
dricks, to  Jos.  Campau,  to  Sherman,  to  Hastings,  to  CBnton,  to  Brash,  to  Gratiot,  to 
State,  to  Shelby,  to  Michigan,  to  TnunhoO  VT;  returning  via  Michigan  to  Monroe,  to 
Farmer,  to  Gratiot,  to  Macomb,  to  Russell,  to  Catherine,  to  Jos.  Campau,  to  Waterloo^ 
to  Ml  Elliott,  to  Kercheval,  to  Kercheval  and  Hurlbut  "Y."  25  Annual  Tripe. 

Route  No.  15.— From  Van  Dyke  to  Harper  via  Harper  to  Mt.  Elliott,  to  Hendricks. 
10  Jos.  Campau,  to  Sherman,  to  Hastings,  to  Clinton,  to  Brush,  to  Gratiot,  to  SUte,  to 
Shelby,  to  MicMiaa.  to  Momoc,  to  Fanner,  to  Gratiot,  to  Macomb,  to  RasscO,  to 
GMiMtlii%  to  loii  riBipaii.  to  Wkstrlooh  to  Ml  SWotl,  to  Barker,  to  the  Van  Dyke  " Y." 

20  Ananal  Tripa. 


Route  No.  16w— From  Jefferson  Car  House  via  Jefferson  to  Griswold.  to  Grand 
River,  to  Cass  Avenue  "Y";  returning  via  Grand  River  to  Griswold,  to  Jefferson,  to 
leCeraott  Car  Honae  Loop.  If  Aa««lldpfc 


Route  No.  17.— Fkhh  Dix  and  Livernois  via  Livernois  to  Toledo,  to  Scotten.  to 
24th,  to  Howard,  to  Abbott,  to  Cass,  to  State,  to  Gsa^  to  Maeooab,  to  Rassell.  to 
CaAttimtt  to  Joa.  Caanpan.  to  Waterloo;  retumhig  via  Mt  Elliott,  to  Hendricks,  to 
Jos.  Campau,  to  Sherman,  to  Hastings,  to  Clinton,  to  Brush,  to  Gratiot,  to  Sute,  to 
Michigan,  to  Porter,  to  Scotten,  to  Toledo,  to  Livernois,  to  Dix  and  Livemois. 

m  Aaml  Triipoi 

Route  No.  IS^Ffom  Van  Dyke  via  Harper  to  Mt.  ElUott,  to  Waterloo  '^T;  re- 
t«rohMrviaMt.BliiotttoHarpcr,  to  VaHDjfc)e'*Y.''  IWAMnrilllpa 

Route  No.  19<— From  Kercheval  Car  House  via  Concord  to  Champlain,  to  Field,  to 
Jcilerson.  to  Alter  Road  "Y";  retorning  via  Jefferson  to  Woodward,  to  Michigan,  to 
Griswold,  to  Jefferson,  to  FieM  "Y*;  then  ictnrnittc  via  IcSsraoo  and  Concord  to  Ker- 
cheval Car  House.  *  Annual  Tripa. 

Sovie  No.  an^rom  Kercheval  Car  Hoose  via  Kercheval  to  Mt.  EUiott.  to  Forest, 
to  Hastings,  to  Piquette,  to  Beaubien,  to  Bethune,  to  Oakland,  to  Victor,  to  Woodward, 
to  the  Woodward  Car  House  Loop;  returning  via  Woodward  to  Victor,  to  Oakland,  to 
Bethune.  to  Beanbien,  to  Forest,  to  Mt.  Elliott,  to  Kercheval,  to  Kercheval  Car  House. 

901  AMsnal  Tripa. 

BMrta  NOi  tl#-MFfeoni  Ket^ievt^  and  Hwlbat  via  Kercheval  to  Mt.  Elliott,  to  Hen- 
dricks, to  Jos.  Campau,  to  Sherman,  to  Hastings,  to  Clinton,  to  Brush,  to  Gratiot,  to 
State,  to  Shelby,  to  Woodbridge,  to  Bates,  to  Farmer,  to  Gratiot,  to  Broadway,  to 
Witherell,  to  Adams,  to  Hastings,  to  Piquette.  to  Beaubien,  to  Bethnne.  to  Oakland, 
to  Victor,  to  Brush,  to  Manchester;  returning  via  John  R.  to  Victor,  to  Oaldand,  to 
Bctlmne.  to  Beaubien,  to  Forest,  to  Mt  Elliott,  to  Kercheval,  to  the  Hurlbut  "Y." 

40  Annual  Tripa. 

Route  No.  22w— From  Mt  Elliott  and  Forest  via  Forest  to  Harper,  to  Field  "Y"; 
returning  via  Harper  to  Mt  Elliott,  to  Mt  EIlk>tt  and  Forest  199  Annnl  Tripa. 

Route  No.  23.— From  Kercheval  Car  House  via  Kercheval  to  Mt.  Elliott,  to  Harper, 
to  Van  Dyke  "Y";  returning  via  Harper  to  Mt.  Elliott,  to  Kercheval.  to  Kercheval  Car 
House.  •  Aaooal  Tripa. 

Route  No.  24.— From  Van  Dyke  and  Harper  via  Harper  to  Mt  Elliott,  to  Hendricks, 
to  Jos.  Campau,  to  Hastings,  to  Clinton,  to  Brush,  to  Gratiot  to  State,  to  Shelby,  to 
Jefferson,  to  Griswold,  to  Woodbridge.  to  Bates,  to  Farmer,  to  Gratiot,  to  Macomb, 
to  Russell,  to  Catherine,  to  Jos.  Campau,  to  Waterloo,  to  Mt  Elliott,  to  Harper,  to  Van 
Dyke  "Y."  8  Annual  Trips. 

Inim  No.  2S#-pFffOm  Kercheval  Car  House  via  Kercheval  to  Mt.  Elliott,  to  Forest, 
to  Hastings,  to  Piquette,  to  Beaubien,  to  Bethune,  to  Oakland,  to  Victor,  to  Brush,  to 
Manchester;  returning  via  John  R,  to  Victor,  to  Oakland,  to  Bethune,  to  Beaubien,  to 
Foiest.  to  Mt  Elliott,  to  Kercheval.  to  Kercheval  Car  Honae.         MS9  AmmbI  Tripa. 


1913--SPiaNGW£LL8  UN£  ROUTE 

Soola  No.  l^From  Dix  and  Livernois  via  Dix  to  Ferndale,  to  SpringweOs,  to 
ChamberUin,  to  Woodmere,  to  Fort,  to  Dearborn,  to  West  Jefferson  "Y~;  returning  via 
Dearborn  to  Fort,  to  Woodawre,  to  Chamberfaun.  to  Springwells,  to  Ferndale,  to  Dix. 
to  Dix  and  Livemois.  32.237  Annual  Tripa. 

143 


'!ii!j|itj|ei|i!jip 


.  Root*  Na  Iw— From  ClwM  Md  Charlevoi*  "Y"  via  Chene  to  Atwatcr.  to  Jo».  Cam- 
iMh  to  dw  Bifcr;  Mlmriiii  vii  Joa  Oavm  to  Atwaltr,  to  Cbc^ 

m&m  Mu.  2/-Froni  h&fmritk  tmi  GtaHot  vift  Gratiot  to  Chene,  to  Atwater.  to  Jos. 
Campau,  to  the  River;  iHatiilg  «te  Jm.  CliiUplM  10  Atmttr,  to  Chene,  to  Gratiot,  to 
LccsrUk  Car  Hooae.  Annual  Trips. 

llBli  No.  3.^From  Mack  Avenue  Loop  via  Mack  to  Gratiot,  to  Chene,  to  Atwater, 
to  Joa.  Campau,  to  the  River;  returning  via  Jos.  Campau  to  Atwater,  to  Chene,  to 
<ifatio^  to  Madit  to  Ifacic  Avtaae  Loo*.  tm.4immi  l^lpi. 

BHtt  ii.  t^^ron  the  North  Chene  L009  via  Joa.  Caapaa  to  Cheae,  to  Atwater, 
to  Joa.  Caavaa,  to  the  River;  retoming  via  Atwater  to  Chow,  to  Gratiot,  to  Grandy, 
10  Joa.  Caifai^,  to  tlM  Nocth  Chene  Loopw  liffS  Aaaaal  Txjp^ 


191»-THIRD  STRBBT  DSPOT  UMK  R01IT88 

Roote  No.  1.— From  Third  and  Grand  River  Avemwa  via  Third  to  Lamed,  to  Shelby: 
returning  via  Lamed  to  Third  to  Grand  River.  39,531  Annual  Trips. 

Route  No.  2.— From  Jefferson  Car  House  Loop  via  Jefferson  to  Third,  to  Grand 
River;  returning  via  Third,  to  Jefferson,  to  Jeffetaoa  Car  Hovee.    ISt  MmbI  l^lpa. 


191S-TKIiaiBIIIX  LIMB  BOimt 

 No.  1.— From  Trumbull  Car  House  via  Trumbull,  to  Michigan,  to  Griswold, 

In  WooAridge.  to  Balea:  fotonioc  via  Baia%  to  CoM|irtM^  to  <Mw»gW>  to  ICcMga, 


 Ha  l^From  Trattb^  Car  Ho«aa  via  TiwM  to  Michigaa,  to  GrtewoM, 

10  Jcffm%  to  Field  "Y**;  fflmia«  via  Jdferaoa*  to  GrlilPaH  to  Michigan,  to  Tmm- 
haOi  to  VnaMI  Car  Hooaa.  Aaaoal  Tr^ 


  „  Trumbull  Car  Hovee  via  TrwAril  to  MirMiaa  "Y";  returning 

via  Tffwahon  to  TtnmrihoU  Car  Hoaec.  M  Aaaml  Txipa. 


Baate  Hk^  4^-Froai  Tramboil  Car  Hoaac  via  Trmnboll.  to  MtchifM,  ta  Wood- 
ward, to  Congress;  retacaiac  via  Goagrea%  to  Griawold,  to  Ifiehifan,  to  Trumbull,  to 
tkambuU  Car  House.  »5  Annual  Tripa. 

Route  No.  5.— From  Trumbull  Car  House  via  Trumbull,  to  Michigan,  to  Shelby,  to 
Jefferson;  returning  via  Jefferson,  to  Griswold.  to  Michigan,  to  Trumbull,_to  Trumbuli 
Car  House. 


Roam  No.  6.— From  Trumbull  Car  House  via  TrumbuU  to  Grand  River;  Half  "Y"  at 
Grand  River,  thence  via  Graad  River,  to  GriawoM,  to  State,  to  GriewoU,  to  Idferaoa, 
to  Alter  Road  "Y";  letaraiag  via  JeSereoa,  to  GriawoU,  to  Graad  River,  to  Trumbull, 
•0  Tnaabail  Car  Hoaee.  171  ' 


.  aa  Roate  Na    mem  I009  at  |efl«raoa  Car  RoaK  instead  of 

JVUDH8»  flBMHBVBK  Awa|gp^» 


■■■la  Wm.  ti-Wfa  at  Chw  aa4  Gfaa4  Htcr.  thence  via  Graad  River  to  Griswold. 
States  to  GriawoM,  to  Itiefwia,  to  Jefferson  Car  Hoase  Loop;  retamiac  via  Jeffer- 


son,  to  Griswold.  to  Grand  River,  to  Casi  Avenoe.  (Routes  No.  6  and  No.  7  is  getting 
from  the  car  house  to  this  line.)  325  Annual  Tripe. 


Roate  No.  9^From  Trumbull  Car  House  via  Tnaabnit  to  Giaad  River,  "Y"  and 
return  via  Trumbull  to  Car  House.  4  Annual  Trips. 

Roate  NOk  lO^From  Grand  River  Loop  via  Grand  River  to  Griswold.  to  State,  to 
Griswold.  to  Woodbridge,  to  Bates;  returning  via  Bates  to  Congress,  to  Griswold,  to 
Grand  River,  to  Loop.  3  Annual  Trips. 

Route  Na  1^.— Beginning  at  Michigan  and  Griswold,  thence  via  Griswold,  to  Jeffer- 
son, to  Jefferson  Car  House  Loop;  returning  via  Jefferson  to  Woodward,  to  Michigan, 
to  Michigan  and  Griswold.  2  Anaoal  Tr^ 

Route  No.  12.— From  Trumbull  Car  House  via  Trambull,  to  Michigan,  to  Griswold, 
to  Congress,  to  Woodward,  to  Woodward  Car  House  Loop;  returning  via  Woodward 
to  Congress,  to  Griswold,  to  Michigan,  to  Tmaibnil,  to  Traaihall  Car  House. 

10  Aaaml  V^pa. 


1913_VICTOR  mm  ROUTES 

Roale  No.  l^From  Woodward  Car  House  Loop  via  Woodward  to  Victor,  to  Oak- 
laad,  to  Woodland  Avenue  "Y";  returning  via  Oakland,  to  Victor,  to  Woodward,  to 
Woodward  Car  House  Loop.  27.648  Annual  Trips. 


igi3— WASRBN  WEST  ROUTES 

Route  No.  Iw— From  31st  and  Warren  via  Warren  to  14th,  to  Locust,  to  Henry,  to 
Clifford,  to  GriswoM,  to  Shelby,  to  Jefferson,  to  GriswoM,  to  Woodbridge,  to  Batee, 
to  Parmer,  to  Gratiot,  to  Griswold,  to  Oifiord,  to  BacK  to  14th,  to  Warren,  to  31st  St. 

21^2  Aoanal  Tripa. 

9mm  Ma.  jL-^rom  31st  St.  "Y"  and  Warren  via  Warren  to  14th,  to  Locust,  to 
Henry,  to  Clifford,  to  Griswold,  to  Shelby,  to  Jefferson,  to  Griswold,  to  Woodbridge,  to 
Bates,  to  Farmer,  to  Gratiot,  to  Broadway,  to  Witherell,  to  Adams,  to  Hastings,  to 
Fiqnette,  to  Beanbien.  to  Bethane,  to  Oalduid,  to  Woodfamd  'nT;  returning  via  Oak- 
land to  Bethune,  to  Beaubien,  to  Adams,  to  Witherell,  to  Broadway,  to  Gratiot,  tO 
Sute,  to  Griswold,  to  Clifford,  to  Bagg,  to  14th,  to  Warren,  to  31st  St.  "Y." 

1,228  Annual  Trips. 

Route  No.  3. — From  31st  St.  "Y"  and  Warren  via  Warren  to  14th,  to  Locust,  to 
Henry,  to  Clifford,  to  Griswold,  to  Shelby,  to  Jefferson,  to  Griswold.  to  Woodbridge, 
to  Bi^  to  Panaer,  to  Gratiot  to  Broadway,  to  Widwrdl,  to  Adams,  to  Hastings,  to 
PIquette,  to  Beaubien,  to  Bethune,  to  Oakland,  to  Clay,  to  Olney  "Y";  returning  via 
Cfaiy  to  Oakland,  to  Bethune,  to  Beaubien,  to  Adams,  to  Witherell,  to  Broadway,  to 
Gratiot,  to  State,  to  Griswold,  to  Clifford,  to  Bagg,  to  14th.  to  Warren,  to  31at  St  'Y.*' 

tjmAmmATOm. 

Route  No.  4.— From  Warren  and  14th  via  14th  to  Locust,  to  Henry,  to  OifiordL  to 
GriawoU,  to  Shdby,  to  Jeffiereoa,  to  Griswold,  to  Woodbridge,  to  Bates,  to  Parmer, 
to  Gratiot  to  St^  to  QtkmtM,  to  Clifford,  to  Bagg,  to  14th  and  Warren. 

614  Aminal  Tripa^ 

Baate  No.  S^Warrea  Car  Hoaae  via  Warrea  to  Slit  St  T*;  returning,  via  War- 
ita  to  Warren  Car  Hoaae.  346  Aaraal  Tripa. 

145 


1913— WOODWARD  LINE  ROUTES 


Route  No.  I.— From  Log  Ctbitt  Loop  ▼«  Woodward  to  Jefferson,  to  "Y"  at  Third 
and  |e«eff««Mi;  retwiiiiiff  via  JtSeraon  to  Woodward  to  Lof  Cabin  Loop. 

177,  a07  Ammal  Tripa. 

Route  No.  Ip-From  Woodward  Car  House  Loop  via  Woodward  to  Jefferson,  to 
"Y"  at  Third  and  JcCtfMNi;  tetantac  via  Jefferson  to  Woodward,  to  Woodward  Car 
House  Loop.  Amwd  THpfc 

Sovit  Mo.  a#— From  Cortland  Avenue  "Y"  via  Woodward  to  Jefferson,  to  "Y"  at 
TIM  tad  Jefferson;  returning  via  JcfferMB  to  Woodward,  to  Corthad  Amic  "Y." 

"^Wijl^J^  jAsbbbI  ^(Mip^L 

mam  Nob  4#-^ro«  WdodviTard  Car  Howe  Loop  via  Woodward  to  Woodward  and 

AtwalMr  nr-j  retowinf  via  Woodward  to  Woodward  Car  Honae  Loop. 

26,991  Annual  Trip*. 

Route  No.  5.— From  Cortland  Avenue  "Y"  via  Woodward  to  Woodward  and  Atwater 
"Y" ;  returning  via  Woodward  to  Cortland  Avenue  "Y."  5,565  Annual  Trips. 

Route  No.  6.— From  Woodward  Car  House  Loop  via  Woodward  to  Woodward  and 
Elizabeth  "Y";  returning  via  Woodward  to  Woodward  Car  HooM  Loop. 

<tim  U»ml  TK»a. 

SoMt  Mou  7^nm  Woodward  Car  House  via  Woodward  to  Log  Cabin  Loop;  re- 
tvraiiic  via  Woodward  to  Woodward  Car  House.  MMl  AmmA  Tripk 

RoMt  Mub  ir-Fiwa  Log  Cabin  Loop  via  Woodward  to  Woodward  and  Atwater 
returaiuf  via  Woodward  to  Lot  Cabiu  Loop.  ^It*  Aunual  Tc^. 


1913— PONTIAC  LINE  ROUTB8— IN  DETROIT 

Route  No.  9w— From  Log  Cabin  via  Woodward,  to  Congress,  to  Griswold,  to  Lamed, 
to  Shelby,  to  Jefferson;  returning  via  Jefferson  to  Griswold,  to  Congress,  to  Woodward, 
to  Log  Cabin.  ttfiSS  Annual  Tripa. 

Route  No.  lO^From  Woodward  Car  House  via  Woodward  to  Congress,  to  Gris- 
wold* to  Lamed,  to  Sbelby.  to  Jcfferw>n;  returning  via  Jefferwm  to  Griawold,  to  Con- 
giia%  to  Woodwifd*.  to  Woodward  Car  Home.  Hi  .Aannal  Tkipn. 


1913_FLINT  LINE  ROUTES— IN  DETROIT 

Route  No.  n^nm  hog  Cabin  Loop  via  Woodward  to  Congress,  to  Lamed,  to 
Shelby,  to  Jefferson;  retutning  via  Jcfferaon  to  GricwoH  *o  Congress,  to  Woodward, 
to  Log  Cabin  Loop.  12,539  Annual  Tripfc 

Route  No.  12.— From  Woodward  Car  House  via  Woodward  to  Congress,  to  Gris- 
wold. to  Lamed,  to  Shelby,  to  Jefferson;  returning  via  Jeffenon  to  Griawold,  to  Coo- 
gf«a%  to  Woodward*  to  Woodward  Car  Houtc  Loop.  SH  MmmA  Tklpa. 


146 


APPENDIX  B 

SPBCIAL  WOODWARD  AVBNIIB  TRAFFIC  COUNT 

The  traffic  conditions  on  Woodward  Avenue,  as  mentioned  previously  in 
this  report,  were  found  to  be  so  different,  both  as  to  density,  number  of 
paasengers  handled  per  mile  of  line,  and  other  characteristics,  as  to  warrant 
a  qiecttl  and  niim  detailed  mYCttigati^  Tlie  loUowiiif  two  tabular  aheeti 
ti*«  the  ntoita  of  tiic  obtcrvatioiis  made  on  tlic  aoitli  bound  and  south 
'Doana  tfainc. 

The  information  contained  in  these  tables  was  secured  by  the  use  of  two 
observers  on  each  car.  The  observer  at  the  entrance  door  issued  to  each 
passenger  a  special  slip,  on  which  was  designated  the  point  at  which  he 
boarded  the  car.  These  slips  were  collected  from  each  passenger  as  he  left 
the  car,  and  tbe  point  where  he  aligfated  noted.  Other  information,  as  to 
traniiers,  etc,  was  noted  on  these  slaps.  In  this  manner  a  complete  record 
was  obtained  of  the  individual  trips  of  paaaengers.  The  total  nmnber  ot 
dips  collected  ihiiwcd  that  97%  of  the  passeofers  recorded  by  the  register 
had  been  observed. 

As  the  investigation  of  this  particular  line  was  for  the  purpose  of  analysis 
for  subway  operation,  the  tabulation  has  been  made  by  sections  intended  to 
cover  districts  that  would  be  served  by  probable  subway  stations. 

In  these  tables  it  will  be  noted: 

A.  That  Woodward  Avenue  is  divided  into  19  districts  from  the 
river  or  dqwt  to  Log  Cabin.  These  districts  are  less  than  ^ 
mik  in  lei^rth  south  of  Adams  Avenue  and  about  ^  mile  in 
length  north  of  Adams  Avenue. 

B.  The  figures  in  the  left-hand  column  from  1  to  19  designate  the 
districts  in  which  passengers  boarded  the  cars. 

C.  The  figures  in  the  horizontal  line  at  the  top  of  the  page  from  1 
to  19  designate  the  districts  in  which  passengers  alighted  from 
the  cars. 

D.  The  figures  in  the  body  of  the  table  give  the  total  passengers 
per  annum  boarding  and  alighting  in  each  district  prorated  as 
per  the  traffic  count  from  the  total  1913  Woodward  passengers 

as  given  by  the  Detroit  United  Railway. 

E.  The  figures  in  the  vertical  column  headed  "Total"  at  the  right 
of  the  page  give  the  total  number  of  passengers  boarding  in  the 
district  designated  the  number  at  the  left  of  the  same  hori- 
sontal  Kttc. 

P.  The  figures  in  the  conrespondmg  percentage  cohmm  give  ^ 
percent  that  the  above  total  figure  bears  to  the  total  annual 
oaaalllillMi.. 

G.  The  total  figures  in  the  horizontal  line  at  the  bottom  of  the  table 
give  the  total  number  of  passengers  alighting  in  the  district 
designated  by  the  number  at  the  top  of  the  same  vertical  column. 

H.  The  figures  in  the  horizontal  percentage  line  at  ^bottom  of  tilt 
page  give  the  percent  that  the  above  totals  bear  to  the  total 
annual  passengers.. 

I.  The  figures  in  the  enclosed  block  in  the  table  give  the  percent 
of  total  annual  passengers  riding  various  distances  as  derived 
fnim  tiie  detailed  figures  given  in  the  table. 

148 


'WOaOWiMD  UNB— NORTHBOUND 


to  aad  in- 


State 


Giand  Rhw  « 
ESBbctk  to  MMl  In- 


to and 

ing  Forest  

Fatal  to  and  iodudr 


Omn...., 


Fran  Harmon  to  aad  i 
diiding  Maasachiifletts. 


1 

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t 

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11 
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M 

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If 
18 


i 

 /%"'"\.c 

M,796 

io«.4ie 

Mllft 

,  mjm 

l«374 

WJUD 

mm 

(  

*  if" 

%  of  total  number  of 

'  -      I       M  41  M 


it 

M 

M 


H 
M 
M 
It 
M 


M 
II 


Avtiage  Haul  2.79  miles 


I  fide  over 

"  6 

"  5to6 

•*  4to6 

«*  Sto4 

"  2toS 

'*  lto3 

« 


he  annual  total  northtjouna  tramc.    inc  ugurc»  .u 
-I—  ♦C  -  M  ii.i.iiimin  ner  annum. orisinating  in  the  secUon  desunated  by  the  nuoUMr  to  tM 

•*!!Jifi5!jSS  SySTSTiiffiadlS^i  W^n  d^^  by  the  number  at  the  top  of  the  column 
«treme  kltAa^eol«nm,wlio  unloiwa  ,     j;  ^  number  of  paiii««n 

oontaininc  the  figure  m  question.   Totals  m  homMUl  one    m       ^.fl:.:  .Tij..  hotttMi 
■«  aiS  unloading  in  the  different  sections.         figm«  in  .^^^,^12^^^ 
SSle  give  the  same  kiformation  expressed  in  per  cent,  of  the  annwl  ^f^^^SH^'^M^ 
nimto  the  kit  ol  the  heavy  Une  "C-C"  give  the  number  of  passengers  ritfing  a 

bctwcoi  hmvf  liMt  "C-C"  tad  "D-D"  iiv«  the  nombcr  ol  paMengers  ridiaf  • 
( aad  two :  "  ~ 


Figures  between  heavy  liaM  "D-D"  and  "E-E"  give  the  number  of  passengers  riding  a  distance 
^''''F?u?rbe?w1^*^heavy  8m  •'M"  a»d  "F-F"  give  the  number  of  passengers  riding  a  disUnce 
"^^'Ti^t^^befw'S'heavy       "f^^  wA  «CWS-  ll«  tha  aiuaber  of  p.«a«»  ridiai  •  distance 

Ba«  "O-G"  mi  *  W  ^  Uie  aumbo  ol  nfl^ii        «  dfat«»c« 
"^''HgiriSjSheavy  fiae.  -H-H"  ni  - W« fi-  tfcc  nnmb^  1  P«ic*i» Mi« . < 
^^'T^l'^e'rihi  of  the  heavy  line  "M»        tfct  aaaibet  of 


WOODWARD  AYEITUE  LINB— SOWlMlUliW) 

Distribotkn  of  total  traffic  for  xgia*  ihring  origin^ 


manjM^nONt  T*>t*l»  ">  «>'»«»°  "A"  Pve  the  number  of  passengers  per  annum,  load»°g  in 
Mrm^iliw ■  *W9  i   jgpjjpn,  17^  etc.,  prorated  from  the  annual  total  southbound  traffic 

for  1918.  M  bob  of  coants  made  in  November,  1914.  The  figures  in  column  "  B  "  give  the  same  infor- 
mation expressed  in  per  cent,  of  the  uunid  toUl  southboiiiMl  taffic  The  figum  in  each  bomontal  hne 
rive  the  number  of  passengers  per  annum,  originating  in  the  MCtiou  deflgnated  by  the  number  in  the  ex- 
Ueme  left-hand  column,  who  unload  in  the  section  designated  by  the  number  at  the  top  of  the  columa 
omtaininc  the  figure  in  question.  Totals  in  horizonUl  Ibe  "  M  "  give  the  total  number  of  P*sscngfn  p« 
SBBOm  nii»^'«"g  in  the  different  sections.   The  figures  in  horizontal  Ime  "N    at  the  bottom  of  tM 

•^••■ifle.    "M**  tNo  tki  ■■■t>ci  iiBiipw  rfgn  > 


Thwii  between  hmrj  Umm  "C-C" 


"D-D"  Mid  "£-£"  give  the  number  of 

of 


Figuietbek' 
between  3  and  8 

Figures  between  heavy 
between  3  and  4  miles. 

FIguies  between  hanj  Im  ''F-F"  aai  «lw 
reen  4  and  5  miles. 

Flgura  between  heavy  Unes  "G-G"  and  "H-H"  give  Hw  mmiber  of 

6  and  6  miles.  .  ^.  ^ 

FIfm  between  heavy  Una  "H-H"  and  "K-K"  give  the  number  of  passengers  nding  a  distance 

Ftaires  to  the  kft  of  ll«  fci»vy      «  W»  life  tl«  mbef  of  pM«iit^ 
itH  miles. 


TRAFFIC  COUNTS  ON  EXISTING  LINES  OF  DETROIT 

STREET  RAILWAY 

Ptffiod-^Angiist  Itt  In  Dccamber  15,  1914 

The  following  statistics  were  compiled  from  observations  maile  by  men 
riding  on  tlie  cars  over  aU  tic  lines  of  tlic  city. 
TIm  riding  in  general  was  confined  to  : 

A.  Weeks  days. 

B.  Days  of  average  weatber  conditions. 

C  Days  free  from  ^ial  conditions,  snch  as  the  State  Fair,  G.  A.  R, 
fcttn^m,.  etc. 

The  observations  were  carried  on  each  day  from  5 :30  A.  M.,  to  12  KX) 
midnight,  divided  into  4  periods : 

1st  period— 5:30  A.M.  to  9:00  A.M. 
2nd  period— 9:00  A.M.  to  4:00  P.M. 
3rd  period— 4  KX)  P.M.  to  6«>  P.M. 
4th  period— 6:00  P.M.  to  12.00  midnight. 

The  number  of  cars  ridden  varied  from  20%  to  75%  of  all  the  cars 
scheduled  for  an  average  week  day. 

The  checking  was  divided  into  2  classes : 

1.  Through  riding,  consisting  of  counts  over  all  the  lines  from 
terminus  to  terminus. 

2.  Short  riding,  consisting  of  counts  over  the  principal  lines  through 
the  congested  district,  bounded  by  the  river  and  Adams  Avenue 
and  by  Abbott  and  Bmsh  Streets. 

In  tlie  following  tables  under  the  general  heading  "Traffic  count  for  full 
length  of  line,"  are  given  the  results  of  the  observations  Class  1  for  each  line. 
In  these  tables  it  will  be  noted: 

A.  The  figures  in  the  columns  headed  "On"  and  "Off"  in  each  period 
are  the  passengers  actually  counted. 

B.  The  figures  in  the  columns  headed  "On"  and  "Off"  under  the 
general  heading  '  Total"  arc  the  sum  of  the  figures  for  the  various 
perioda*' 

C  Figures  in  columns  headed  "Average  per  Car"  are  the  passen- 
gers counted,  divided  by  the  number  of  cars  observed. 

D.  The  figures  in  tN  cohimn  headed  "Time"  are  the  minutes  and 
fractions  of  minutes  between  time  points  as  noted  by  observers. 

150 


E.  The  figures  in  the  column  headed  "On"  and  "Off"  under  the 
general  heading  "Annual  passengers  1913  prorated  as  per  count" 
are  the  total  passengers  carried  by  the  line  for  the  year  1913 
as  given  by  the  Detroit  United  Railway,  divided  equally  in  each 
direction  and  prorated  as  boarding  and  alighting  in  the  same 
proportion  as  the  total  passengers  observed.  This  does  not  take 
account  of  the  seasonal  changes. 

In  the  following  tables  under  the  general  heading  "Traffic  count  in  con- 
gested district"  are  given  the  results  of  the  observations  Class  2  for  each  line. 
In  these  tables  it  will  be  noted : 

A.  The  figures  designated  "Initial"  give  the  passengers  counted  on 
board  the  cars  when  entering  the  district  under  observation, 
and  figures  designated  "Final"  give  the  number  of  passengers 
counted  on  board  the  cars  when  leaving  the  district  under  ob- 
servation. 

B.  In  other  respects  the  figures  in  these  tables  are  presented  in  the 
same  manner  as  in  the  previous  tables.  In  the  tables  under  the 
general  heading  "Summary  of  Traffic  Counts"  are  given  the  total 
cars  scheduled  for  an  average  week  day,  the  cars  observed  and 
the  percent  of  scheduled  cars  observed  for  each  of  the  four 
periods  and  for  the  whole  day. 

The  results  of  the  observations  given  in  the  above  described  tables  are 
presented  in  graphic  form  for  each  line,  these  diagrams  being  pkced  in 
Part  IL  These  diagrams  show  for  each  line: 

A.  The  annual  passengers  1913  loading  and  unloading  at  each 
street  stop. 

B.  The  average  passengers  loading  at  each  street  on  the  cars  ob- 
served. 

C.  The  maximum  passengers  loading  on  the  most  crowded  cars 
observed. 

In  addition  to  the  above  described  observations  a  large  number  of  special 
counts  were  made,  lor  example : 

1.  Timing  of  cars  through  congested  district. 

2.  Stop-watch  observations  of  n|fuiing  and  loading  time  of  cars  at 
various  points  within  the  congested  district. 

3.  Counts  of  vehicle  traffic  in  congested  district. 

4.  Counts  of  vehicle  traffic  on  Belle  Isle  bridge. 

.     5.    Counts  of  automobile  parking  in  congested  district. 

6.  Counts  of  number  of  cars  and  their  loading,  entering  and  leaving 
congested  district. 

7.  Street  comer  counts  at  various  points  in  the  city  showing  car 
loading,  number  of  cars  passing,  etc. 

8.  Counts  of  passengers  transferring  in  congested  district  and  at 
other  important  transfer  points. 

151 


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mtn.m4^m  ^e«|i«<«i  ss^^^o  ma^m^ 


C4  O     CO  CO 


S  J  j 

i  1^ 


wflP 


3  S 

a->8g»  s-'sss  ssgag  gjsa» 


•-•saa  a— ^«  •umss  ssMt  aa«a«» 


il5 


5 


g"!55;t5  133389  fga**- 
•t«-«i»ift.«  •■•O't.^e  flteg««p4  M^j|«j«^ 


•6  ii  8 


 O  •  •  ' 

;  ;  -  !    :|  :  :  ;    :  :  :  :  : 

II ^Jt  4iil  4H^ 
mil  imJ  11*1 


> 
S 


ligga  ggggj  aggii  tsisi  IScsll  i^s^a 


mil 


m 


sl|lg"  llfli 


!  «  00  CO  S      CN  t—  Q.-^  OS      CirH  • 


mm  |i§M  iw  ...... 

Unut:^  i^SSS^fS  ^|S^^8  8"^^«^8  S89;3S  g8«|^8 


^558588  8l|i?8^  5^^8528  58.^S|88  ^5^888  8888^? 


88911^  88881!  ^88:88  S^9<*i^  88S88  882SS8 


5iss5;58  8^888  88^8^  ^^^^^  ss^j^so 

SaSM  •SS^S  wf-wa  S«S«9  a888»  g88S9 


•4i 


-»aa»S5  a*-aa8  •-9*«a  a-^ 

iocii-«||ak    Mf-«ej|«eie   witoOw4e>  •^•^ 


8 


3 


cocQe«o»ei   i-it«<off4f-i  Tt<,^eo«tt  a»e^*HQ  c4co>b>io  ^eo^t^io 

f><    v4    C4  CO  ff«  i-it-4eo 

e«»>^«<»«9   p40Meo  oapoocf  «40<«o<d  ^ee«Hoe  goo^eo 

8  2S 

•2a*-a  s;S8sa  •'aa^^  a^S'^js  *8aas  aiasss 

<o<#aDe|ig   lOfe-aDce^  o^O«««  cj^o-^oo^  ieo»egie«  ^mo*^^ 


3 

io«^aOM«e  i<»e«»»flo^  «4io<eow  (D^c«e<0  ««o««Mm  ge«<4i«t-i 
ne4'^'<-««   F4ioi.4e'«   moo^o^   looi-^ote   mtommw*  jj^^H**''^^ 


JO 


"3|S|g  Saf^ki  A^l^l  o  3-8^5 

OSSQS    co(S'n»SJ5    (JSHfa«kO    OSoAHH    2KH>^  fan<<SS 


il  I 


1 


h 


tSj 


ill 


r 

5® 


§ 
I 

I 


1-5 

45 


r 


e 


iEt'teiU'd    S  ***  SS  9  ^ 
eg*© »«  «p 


S82S2  $ 


S  S 


2  S 


eS2^        ^  0  ^ 


g 

o 


2|||0  ooooe 


9,324 

ooeee 

[ 

OO'OOO 

t>; 

O'OOOO 

as 

3 

oe«ek«e|| 

aaa-a 

oooo© 

88&S8 

i 

ooeoe 

5 

: 

^  oo  oo 

OOOOO 

3 

IS  111  -a 


1 


1 


§ 

a 

H 
PL. 


» 


I 
I. 


< 


g 

u 
Oh 


>  I— I    t-<  CO 


S 


to 


i 

§ 

u 

g 

■3  a 

r 

is 


to 

a 
o 

u 
u 

I 

b 


p4  «i4  «4  ^ 


H 


-  ■ 


\i  : 

>   •  o 

I  §11  § 


TOTAL 

529 
162 
30.6 

SlIOD 

B 

i 

Foi 

iKD  Period 

H 

Q 

O 

5 

§ 

8 

u 

in 

First  Period 

187 


1 


I- 


S8SSS  i»8«s  gs 


9 


8-* 


I' 


lis 


5 


2 


stasis  82 


8< 


I 


8^3  :S 


09 

i 


IS 


^^^^    ^SSraoe  tQOw^tj^ 


miss  •"a««"s  «8«w 


o«i;$;^4l  mmt^if  ^s«i|;; 


0«D 


SaaSS  SSgSS 


®S**SS  •SJ?***  ••'•9 

ssas"**  '••••3 


9. 

at 

our-(»o»5-  «^|*«OflO 

8i9«»li!  881589  a«>$;a8 


a 

e||'<#'0'ef*<i 

®9a»a!5 


S8aS8 


a*'** 


M  v  3  u  a      Q  V 


iS^SI  i^s^i  liiii  Sslil  l§ 

sas^^"  saaaa  sj^sgs  sssss  || 


o 


SS^SI^  SJ5S!5^  S^SSSI  ^S^l|§  §| 

aaa8'«  ssass  aassss  sssisiss  "^asss 


^^Sfll  ^£l2c3^  ^^^^^  ^^2§SS 

g9a8'*  9Sa386  •8888  8a»55a  $8 


s 


CO 


1*4   «MW«i4^   Mek^OT<«    g-«<DCQM'  ^'aet<.g|.'«g 
«o-*eooo    o^r^ef**    M^^ot-    e«t»«H^e«    ee«*<«!rco  osh- 


1^  ^ 


ioaoNO>-4    aO'«c«Q2    w^t-t-c*  ioc«i-<iO'' 


o 


5 

""^s**  ''s^*a  •'^as*  -o-t^-oa  «Qoggg  gg 
98a8«  sa«««  «*8ii9S  a»-*-»«»  '^'•"sa  as 


«i-«t«.p4e  g'iO'<«>«»g  «»4«gfi4  «i4',Hf-iiO40  eieie»|j  g^'gg 
»-^wi!»t-4  Miei«««  evio^oo^  etoe^e  ee^eo  m*-* 


-  S" 


•  •a 

1^ 


I 


:  > 


-        •    ?'2  ^ 
A  s    ^  >»  -.S  g    -J  ; 


i 


s 

H 

U 


s 


2  < 


53 


1^ 


I. 


<  ^ 

O  ^  5 


I 


hi  a,' 


O 


1 


I 


i 


o  f»  e<5  I 

octroi  I 


San 


O 


cA  : 


Hi 


§ 


|Ss?§  i^m  §13 
Ssssa9  «ss8s  gSSM  9SS 


ggs^j?  Jlis^ais.  ^asj^sa  s^^s 
asggs  8«»8S  ••••'•as 


8^jp.s52^         ^s.^g2  sj^j^ 

gSbStI  S'BSS  391 


s 


SS'fl*'*^  mOm^m  'Ngao 

S23»-*  '•••-ss  gg!; 


i 


??2S**!5   2222"*   oo^oo  w«< 

assy's  «55«ga  as*-sa 


2 

ssassssc  aas?-*  ««-«;3 

9«*«SI  dis988  sss 


s 


18988  SS-^**  ■••'•^ 
gao«oet  ee*«c«s  a55«-«jjg 


CSSJff^     i0»0eci>0  »5QCC;Q  Q»«©0»Q  tQQ'OQQ  OQCPQ 

a«a!S9B    t^wOrrw  <;ixc5c5o  e5»^c5r^oe  cp^r^-SS  »*ou53«5 

^t^e«aq,e^    icoeooq,^  <4<raeocoa5  c6eoa>iaa>  oi^<ooo  looeoaotci 

Sflf98n  8*»'23SS2S  89889  SSfS'^'S  SSSScS  S^'SISS' 

i 

SSSS?^  ^S^^i  i^B^^S  ^^^ii  iiSii 

outo^us    Ooor^ctoS  c^oStoo  •oooa^cSo  aoS«D9i3  c^io    SS  oS 

gggsig  sssassg  ss|99  8SSSS  ggsss  gesss 


^B^S^  ^^S^g 

•••••  «aat*  ••••*  •  ■ 


8888<°  8'<'8<*S  8SS8S8  S938fS  S§S8S  2S88SS 

si^si^8i  ^^^^^  ^^^^^  ^^^^sss  ^s^^s 


§g888  fS^^'SSS  SS|§S£S  Sl^SSSS  SS^SS 


SI 


9 


05  10 

^«5«jo^  «««««  «o.g<.»  aag^gs  assss  sasaa 

8988SS  a"'"'*^  *a!8S5^  8953558  S8555*  •S«*5^ 


1  § 

<oe«'^«e««  MO^'Wfi^  m<««e«ao  t««De^t«>  Mfi»«2e  <«'<««9«oa 
og^aMOk    i«e^teao   i<»tee||e«ie    ee»*«H«ao    e«'«<-«c«ee  ^eeaet««o 


ci«gco«   «oj5^g    gS5:2»5  ?§!$S2SS 

gl^jgo  K<o«.osg  8sgs3  S88s;it  aasas  as^ssa 


10 


^coM^O   n«p«^oc4    Mi-ttgp-i^    ^•^.-iiote    cteo^c^to  •e'«|ii^aofle 

aao«aota   e«^ieoi«   ei«<«foi^   eooeeioo   OM««g»  «o»4^irat« 


•s 

■■S 


iilll   -^.S-gSg  2SS:Sl 


u 

o 


c 

Sg-.S^i    >i:u-=tS  -fgco* 


Ao^:^  '^^^A  »<x»u  Q<n^0C  M(Si(§<g 


^5 

••I 

o 


i'3 


II 


Bit  i^^ 


a 


§  Sin 


Slat 


a8  35  ^0seo        Q  «  if5 


(It 


M3  lOgOcS 


^^^^^  ^9,^ 


8 


f-4  <-4  «i«    n  00 


8 


o 

12 

(/) 

T 


I 
S 


%mu  §g§p  I 

<93sfs'  &sis&8  ss'Rtia  »as-g  f 


OQD  O 


11  mi  wii  li^i 


S^8S£S^  SSSSSSS  ^^SSS  S 

■  ••••      •         .  J 


«eoeo»-i>-    ^.-o*^©    KHf-i^iQi^    ff»co.-<    «  g 


SgJtS^j  ^^3o8§  §55SS.55  S8|^o:^ 

SRsssg  a^f^ss  ••a«as  •••-©a 


-»22«a  -•*a*»8  ^•sa*  aa**"t:  ® 

98Sa8  ®®S®*  oo»M^o  ^o^O'-«  o 


i-i-«OOXI  «« 
O'O^'OOO  o 


aaaa«  ••as5«8  8 

Oh^toio^    cocogO^    MOI^Cftt*    <#^eO«|{  O 


■•••^8  ff 


OOCQOOOO     OOCOO^     00'-)<-iC4     •-•MOOO  O 


;1  : 


^11  ii  ^li  li  1 


1S2 


^iiii  iiiii  fsm  ig.iii  Riiii 


aocD< 


^BM^  ^Vssss  ^t:^^^  sss^sa  ssssg 


aS^^ls.R  ^s|g.^^  ^s.a^:^  ^^i:^55.  ^^^.^s  s^^^^  ?2g25§!ja 

888^8  1^8888  S08SS8  8*»888  88888  28888  88^88 

2g?2§S2  S^cS^S  J:§5S^8.  3.8aSg§  ^2^SS  qS^BS  §2^^8 


282152  288*2  S25|l'«'*  S5**82»-  ^a-Sg  -^2«*2  ^S-^^S 


1  ^ 

88881;  885;«a  8Sa'«»^  2®Sa»  212288 
(Og^HOftM   •oi«>«De«eo   <D^«oo   g^OMoe*  oe«»-«^iO 


»*«222S  S;22SS8 


diOfHook*   0(e«Dcoo   o»oc0e4<-«    oo^eeoo    •-•otoos    i*-*  loooos  ^ot^ioo 

940000     *HOmOO     (HiOtOf-iO     >00«^<-4     Oi-«O>00C     O  ^  O  ^  C4  ooooo 


8 

S883SS 

-•■-^•as 


CO 

06 


isfe^s  SS55J52  s^sss  '•sasg  "ssas  aas"S5 

tfrvigo^   ioaO't^mt*'  ^loemn   •^'^ogg   eet*4eoe«  ce^«#Of^ 


8 


toc»«B«M  ceeerang  flojgig<gig  «g-<«)flgage«  o^fo<Dg  ^wieteak  oteieie^ 
•^o^me*    w^-^-^^to   Metaov^e    eomieceM    •^aeoeeej    ocoe4<-«e«  e^-^^-^^m 


CO  4)  >» 


III  11  mis  f 


6  6  fc'-fj'Ow 


Sac 


E 

CO 


c 


**  ai'd'e      S  B  £  E 


a 


193 


II 


It 


I'l 


B 

M 


S 
o 

i 


i5& 

.8 


!  8 
I 


all 

f  it 


r 


a 


11 


Jl 


SSS8S  89®'^8  eeoo' 


§ 


SS888  88ISI$S  »991 


'I'^^^f^  0000 


3 


SS8 


8 


23328  ••««g 

eeoe 


8 


s 


S8^8s8  •SS2 


6%««mo9   v^oooiM  0000 


if 


o  tS 
to  ^ 

r 

M 

»| 


s 


< 

H 

O 
H 


a. 


I 


1 


*='8SS§S  S98:sS 
gS**988  98'»9S 


8 


88  aa^---^ 


is  :  S  ^ 


III  iim 


sj5ag^!8.         ^^^  ^ 


«>a"sa  sss  ^ 


l^agi  iSSa! 


as^sa  g^iss 


i 


"  i 


-HM-;ON     ooroooci-H  ^Q<-it*e5 


CO  S. 


fc«s^s  3S883  sssass  a"8 


*-ieor«(0>o    p«t>e^c4^  <«i«e<«e>«io 


CO  10 


e^'gt^g  t>eO'"^;'^;,Jg  a}«»«»e«c« 


00^ 


_Sia.«*B      eaOrtrt^  lurSCu-S 

0^>n»^  »jiuuu.S  O^caci^ 


S  S  g 


e 


u 
u 

! 


195 


< 

H 
O 
H 


3 

I 


§ 


o 


I 


hi 


§3« 


S88 


SS88 


!00-<*< 


888 


:  o 

|-gs 

la  tfl  r« 

"c  O  ° 
u  *^ 
V  i)  C 

e  s  25 

lis 


I 

14 

o  ^ 


oSo^^  ^^^^^  ^^^^^  ^^^^^  ^^^^^^^ 


o^oMM  ttji^i.^  f!**'***^;  SSa"*!;  9H822 


jgatiii  ^^^^^  p^^ai  ^^^^^  j»ho«s 


g||iO<»ak    tttg-^aoo    geoMCQog  a>t.'«|.»|j 


S 


ee«e  ||eeo»^  '&0'<*a^  eo-^oej 


efl«oe«4'  e«4^mc«  mmomt 


igg^MiO     OI*>^MO'  ^[{WO'WJJ 


s 


OMOoe  eeeeo  || 


OOO'*    i-««»»-«"t.4^  M'Ot^'OOi 


'SSI 


new  e«>0'««MO  a*^««om  mv^^wov^  eo 


OB 


s  t  e 


•        t?  •     §  Si  c  S*« 

Jill  I  1^1 


> 
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w*  *4 1-4  ^  eo 


v9  •■I      f"!  v% 


OrHO«^  ooooo 


< 

O 
H 


§ 

a 

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Oh 


o 


eooO^O  ^OOOO 


CO 

n 
00 


00 


c«e«e««i-i  eeoooo 


•6  :l 

.  .CO 


Ills 


e  t  i  I  c 

'S  S  E  S  J) 


3 


I 


o 

H 


i 

PL. 

H 
to 


CO 


^•1 


"2 
> 

O 

I'S  8 
ill 

•J  u  " 

4>  V  e 


& 


I 

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H 
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197 


e 

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s 

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sl. 


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oooo8r  S^^o?  S2SS?S 


9'^^  gSS' 


Jo3^;?|  ?^S^8  SS^^S  ^25.2^  82^22 


SSSaS  888-^8 


eoee  M«4ioee  ^^O'OO  *^»>«'0«>«o  c«e'aoo«-« 


okiow^TCo*  oeoioo*^  e||eee  o^mp^o  oovdom 


OOOOM    i-«^«o  — o    c»eooo«-<    eoe«<-»e«o  ^cuoooo 


88' 


ooeo*4  «^e«ooe«   giiop^do  f«e«B.t«w  coevaoMm 

U^^^g     giOeoOO     ^^ONCt    ^e«BC«««  »-iM^«© 


J II 

i  i 


oeoee  -^eooo  ^e««M'  o*^' 


8***Sa  5;3«**a  S^****  ••■oe«p*io  e<«aD«Mi« 


^3 


a 

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&uUi  ma  is^si  i&m 


m 


3S2S2  SgS2SS^2 


rl  i-l  CD 


2  ^^^^eoo 


§ 


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ot*«^oo  okctooooe 


s 


1^4 
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cSSS8 


§ 

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93 
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88 


XI 


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■^•^  w 

6  E  " 
3  3  ij 


I 

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199 


Si  ^ 
id  § 

is 

1 9 

is  a 


^^^^1 II  III  HIP  PI  I  HISS  ^ 


PI  I?  §§§  li§§§  III  §  §i§i§  iiiii 


§1 
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^^^^^ 
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8 

♦ 

$s888S 

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mn 

1? 

1.055 
1.358 

S8S8II 

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S8888 

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■••88** 

Q  1-5 


'^Qjjjt  40^  ^CS)'' 


98  fc**' 


•"•S58R 


8 


3 

|S8»|  g|  gglS  88S8& 


s 


8  S«8aS  -»*S88 


ill 

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00000   o^   e«o*«  •^O'^ow  m*wmm4  m  ii«eee«e  ^e«o*«M 


lfS| 
Ilia 


i1 


jlifi  liii!  liiri    I  ill! 


I 


S8 

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ii  §|i|i.  ^ll^t 
ipssss  ssogfgs  iss^s"  Si^s^S 


11111  lilrf  nils  sslil 


m88  S88|3  J|a5i**&  •SS'^S 


S:S88S  S§SS8§  iSSSS  S^SSS 

i-iw^ious  o3co-Hi-i^  ^r«ocii-4  e«^ctSc4 
•OM^ekji^'^  e«eood'j5^  ^jfSSS*^  e€«-«"eiitfe« 


^8^s;s^  a|^f3^S  ^^S^3.  ^SSS::3      si^^^s  sss^^s 


^S^SS  SS'S^  iil^S      SSS8S  SS^SS 


^^^^^  ^m^^.  ^,^mn  ?as^s^  ^^.h^,^  B.m^n 

88888  88$igS  ^U9B^  a8S«S      •*«as8  ^''sa*  •8a8»* 


8!?a8S  !3$!338  :SSS^S 

^  1—1 

•*a3*»2  s*''!®  8S3«»  -"""^a 


2 


3 

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sa^ss  sssg?;???  ^§2*^; 

o4C4Q«i^i«    ooe«r4^    oratoaoo  oococi< 


i 

aa:;a&  asissa  si«9sa  aaa^'^ 

AMIoCWf^    ^t^WjO'CO     J|«0O»«OT  ^MOv^^ 


OS 


•••^aaso  s^aas  saasa  s-aaa 

O'Oioeti*  o^'e«-«o.  «4««-)iO'et  ooO'-^O' 


s 

88888  88888  §8888  88a*«g 

aa^ssa  aaa|«  gas«a  •ss^a 


8 


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ti$s88S  88988  88888  88888 

<D^o^t«   e««-i<««i'»W'M9  cemoie*^ 


^o^'ixM  Mf^Mgo  g«t<«MH»  m««t*^9     asasa  a«oM«  *:a*®a'^'  *^*^*s3a 

ejfloao»t<»  ' jj^eo«-*w    '«c«ao*-igj        eot««>o    p*oco>oo   ow^io^  oooo*^ 


I 

IP  I 


S  4 


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CO       •  BJ 


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iiisi  till  I  mu  §ii§i 

less  •"*a-a         *   J  *5  *5..fi 


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§111  PI  I  m%  Pill 


9^^5t^  ^I^H^g  ^^Sft  II^S^S  ^  ^^52S  ^82^S 
SSStSSI$  SS|tg  •••SSSi  •  -^fe-S-*  «S2»a 

si^^o4        i^QQi  QsfoQ  n 


eeO'Oe  oeeea*  e"0«-«e<-*  o^^o^  m  <»«0'0'C«  tooftwo 


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• 


APPENDIX  D 

OPEKATINO  STATISTICS.  D.  U.  R.,  1904-1914  INCLUSIVE 

Tlic  foUowing  tables  give  the  o{»eratifig  statistics  of  the  Detroit  United 
Railway  divii«ll  into  individnal  lines. 

Under  the  heading  "Passengers"  are  given  two  columns.  The  first  col- 
umn marked  "Total"  gives  the  total  number  of  passengers  carried,  includmg 
all  classes  of  fares,  transfers  and  free  transportation  by  pass.  The  colnmn 
marked  "Revenue"  gives  the  number  of  passengers  from  whom  some  form  of 
ticket  or  cash  was  received. 

The  column  "Car  miles'*  gives  the  number  of  car  miles  operated  for  the 
year  in  question  upon  each  of  the  lines. 

The  column  headed  "Car  hours"  gives  the  car  hours  for  each  line. 

This  information  was  supplied  by  the  Detroit  United  Railway  for  the 
period  1904  to  1914  inclusive. 


279 


oBSBAom  smusncs  m  tm  jmmm  wmm  bailwat 

1904 


liUBeallJBt 


Baker  

Bnnh  

Crosstonm.  

git.....^.  

IM  (HSunilaB). 

liSpul"  ."!.".*.'.'.' 

Sherman  

South  Chene  

IM  St.  Depot.. 

tfiNRiwiani  

Gmmk  Pt  

Total  


PASSENGEKS 


Total 


7,412,317 
3,651,882 
6,669,803 
9,674,416 
14,001,706 

4,507,999 
14,368,873 
13,634,582 
11,642,229 
064,lfi7 

379,644 
4,855,2fr4 
12,990,027 
804,252 


106,641^ 


Revenue 


6,543,852 
2,331,660 
3,010^7M 

6,952,659 
11,080,973 

3,398,781 
10,616,838 
10,277341 

0463,214 
«0,4i7 

215,997 
3,703,316 
0,889,492 

774,336 


GwMilei 


1,336,718 
480^ 

1,086,277 

1,853,068 
2,020,519 

624,202 
2,420,334 
1,996,388 
1,772,307 


118,222 
848,200 


Name  of  Line 


Baker  

Bniflh  

CnmUinu  

Fort  

lowtlMalk  

'M"i«'l|^^H_  

Skccman  

%ringweOs  

Soath  Chene  

Third  St.  Dqiot.. 
Trumbull. ....... 

WoodwMd.  

^^^■e  PL. 

TTf^n}  


PAS8ENCEE18 


Total 


8,193,160 
3,651,045 
8,186,500 
ll^,m 

4,743,230 
16i043,007 
15,642,435 
12^081 


1,068,553 
m,4B0 

5,401,953 
15,194,588 
797,684 


ii^oisjios 


6,090,601 
2,600,977 
4,812,068 
8,200,260 
11,711,808 

3,537,068 
11,798,854 
11,701.134 


577,590 
210,074 
4,109,469 
11,456,899 
784,044 


87,718^4 


Car  lion 


1,377,739 
501,067 
1,282,066 
1,984,347 
2,067,807 

612,568 
2,543,236 
2498,236 
1M981 


114,357 
876,571 
2,148,863 


17,e»l,708 


280 


OPERATING  STATISTICS  OF  THE  DBTKOIT  UIHTBD  RAILWAT 

1906 


Name  of  Line 

Total 

PGSRS 
Revenue 

Car  Miles 

Car  Hours 

9,347,667 
4,211,385 
10,056,628 
12,672,474 
16,943,876 

5,417,745 
17,915,853 

17,869,627 
14,557,904 
1,222,213 

420,218 
6,261,337 
838,979 
17,478,688 
4eM68 

6,915,982 
2,984,443 
5,864,411 
9,254,437 
12,646,363 

4,034,119 
13,128,352 
13,240,761 
11,305,540 
673,690 

225,430 
4,725,439 
812,236 
13,053,064 
401,831 

1,461,601 
529,338 
1,395,576 
2,195,314 
2,184,284 

648340 
2,713,338 
2.385,139 
S4SMUS 

117,065 
60,842 
100,205 
192,060 
206,421 

66,323 
225,306 
211,446 
181,161 

Third  St.  Depot  

Trumbull  

111,403 
918,019 

12,601 
83,060 

2,387,813 

207,655 

135,682,067 

00^986418 

10,121,770 

1^,164 

1907 

Name  of  line 

PASSEI 
Total 

^GERS 

Revmue 

Car  IfSei 

GirBiMflEi 

Baker....*  

Third  (Hamilton)  

Shcx  mftn  •  •  •••••••••«•••«•• 

9,964,150 
4,397,631 
11,161,595 
13,655,747 
18,241,964 

5,861,910 
19,239,349 
20,061,151 
16,441,930 

406,007 
6,682,904 
030,173 
19,789,439 
949,438 

7,354,818 
3,100,770 
6,488,419 
9,901,115 
13,591,290 

4,346,627 
14,050,996 
14,826,873 
12,^^ 

215,434 
4,995,639 
917,837 

14,729,996 
814,887 

1,592,186 

546,715 
1,538,454 
2,352,358 
2,495,736 

714,425 
2,830,673 
2,748,593 
2,525328 

113,499 
00^060 

145,921 

64,574 
116,765 
230,283 
250,470 

80^ 
288,767 

269,953 
225,481 
20^10 

13.764 

OB  lift 

2,713,605 

257,700 

Total  

149,045,803 

108,715,417 

21,162,222 

2,094,419 

1 

OWMMAUMQ  SXAtlSncs  Of  fBB  DtfAOIT  UHITID  MMLWXi 


Baker  

Bnali  

•|BPii,  J,  *  * 

w-an  

powMith.....;;: 

Tto<l(HMBiltOB).. 
JCnCfSOD .... 

i  Shennan  ] . 

South  Cbene. .  .'. 

nird  Street  DqMt 
Thimbun. . 

wowiuMd. ■ 

CSnttfat. ... 
fjig^^   


PASSBNOSIS 


Total 


9,213,990 
3327319 
11376^ 
12374^ 
10^1349 

5,564328 

18,119,424 
19^^ 

lAmm 

163,480 
6,411,902 
21,022,732 
818^ 
810^ 


Revenue 


6,775,412 
2.705386 
6,878,479 

9,305,124 
14,679,266 

4,125,764 
13,132,426 
14,797336 
18377^180 

189,407 

aV78,425 
"  «BB323 
884388 


108363308 


Car  Miles 


1,476378 

518,067 
1,644,565 
2,196,158 
2,700,735 

658,127 
3321,626 

1371311 


110,641 
915.466 
23OI38O 


20388386 


1909 


F«tt  .".v. 

rriiiiliMiH  

Third  fTTiMUm) 
{^^J^-  

WniSlicetDipat 

TkumbuD  

Woodward  * 

Gratiot  

GroBsePt.  . ... 

Talaii.  


PASSENGERS 

Carlflha 

GirHoun 

RevcBoe 

]8Un2387 

7,609,685 

1377325 

145.391 

4388,732 

3,096,709 

540,010 

66,953 

14,675,578 

8,534,417 

2,003,667 

151,174 

I43273I6 

10321,741 

23II3I8 

225,488 

aMU,888 

i8Mi8i 

380,708 

«i8B8,687 

43S03B0 

676,603 

75,735 

lf/MI8,446 

14,211,862 

2,721,421 

248,550 

28.642.642 

16,815,003 

2,944,764 

299,049 

18,^8,975 

14,509,363 

SJMByHB 

8B5391 

1,302,624 

709,189 

31388 

355390 

183368 

114337 

13,968 

8315302 

8381^01 

043,760 

05359 

91355,474 

18322.448 

8,178,180 

918308 

840314 

717318 

M4326 

980376 

18364 

187388488 

383M378 

'282 


OPERATING  STATISTICS  OF  THE  DETROIT  UNITED  RAILWAY 

1910 


Name  of  line 


Baker  

Brush .... 
Ccoaitoim 

Fort  

FoiK 

Thkd  (HMaOton) . 

Jeffenoit  

Michigan  

Soodt  Clieiie  

Third  Street  Depot 

Trumbull  

Woodward  

Gratiot  

Grosae  Ft  

Totab...  


PASSENGERS 


Totol 


11,711,895 
5,120.171 
17375,753 
17368,877 
34313,141 

6,681,273 
22,813,914 
26,627,206 
20,418.614 

1375,674 

366,274 
7,780,073 
30.090,172 

821,505 
1,117363 


104388305 


Revenue 


8,627,366 
3,676,202 
10,151337 
12,462,471 
18,888318 

4,978,860 
16,660,726 
19,673,209 
15,657,442 
741386 

191,235 
5,720,648 
22,816,090 
694,056 
1,106335 


14130033s 


Carlfiles 


1,680.201 
596.393 
2365322 
2367390 
8,474^^ 

713,738 
3,243,852 
3,297,135 
2399.753 


114,855 
1,041,625 
3334375 


31328^ 


Gar  Hows 


162,663 
72,739 
177307 
2S0323 
886364 

83,992 
310,960 
342,321 
277,457 

31,818 

14,035 
109,011 
385,453 

1432i 


1911 


FASSEl 

F6ESS 

Name  of  Line 

Carlffles 

Car  Hoon 

Total 

Revenue 

Baker  

13.089,118 

9,506,896 

1,728,498 

174,970 

Bradi  

5,404,857 

3340,927 

604,188 

74,119 

17,981,059 

10,520311 

2,229,902 

199,376 

18,790,577 

13308388 

2,597,424 

250,985 

FottiteenUi  

26.100371 

10^484 

3,443,487 

332,435 

7,407,580 

5,580,228 

750.795 

90,745 

2,218,378 

1,229,913 

212.380 

50,066 

25,231,624 

18,581,224 

3,368,920 

334,967 

29,946,991 

22,181345 

3,479,191 

365,486 

31,178318 

18388,118 

8388,411 

386304 

360360 

209,163 

106,597 

26,047 

1,460,714 

742,131 

81,601 

21,867 

356,393 

184,689 

114,583 

13.954 

8,451,801 

6,148,910 

1,096,338 

114,675 

155,189 

75,508 

21,660 

6.676 

1,217373 

891,793 

143,447 

39305 

34,037,606 

25318,972 

4377,791 

418371 

278,263 

231,319 

1.342,875 

1,329,714 

24,245 

215318,567 

156,472,014 

27,446.719 

2.824,283 

283 


mmmm  mismmM  o§  »  smoir  mmiD  Mmmm 


1912 


Name  of  Line 

CarlCUn 

11«4853«0 

13iB3B0 

199311 

5,979^9 

4;74410 

611,713 

77.879 

10,996,470 

3386,936 

247.758 

21,127.308 

15,235,094 

2,700381 

266,743 

fburteenth  

27,903,908 

20,863,845 

3,463,665 

886367 

8,906,067 

6»7a9344 

978444 

118,770 

4,793,900 

a;0B73B8 

6383B0 

57,938 

f#WWIII 

31,139,145 

3,464,937 

371,159 

3306,759 

433393 

or83tl 

9l£SfS8 

Shennan  ,   . 

ab«00,309 

17304,320 

3383,955 

888^1 

531^ 

388316 

27364 

South  Chene  

IjMlijMlt 

790^489 

301370 

22339 

WPdgmiDtpot  

207.607 

116,167 

14,026 

4351,561 

786380 

93309 

VIdor  

380,090 

197,562 

62,893 

7301 

****  -  ■■  *  » 

2,388338 

1,755,546 

349386 

40,410 

38y86ii8B8 

39383396 

4307310 

493,438 

137^00 

447,782 

38406  1 

346,112,847 

179366371 

30377300 

3341,470 

1911 

Nine  ol  List 

Cuttem  1 

Total 

Baker  

19,800,800 

14320,769 

2,031.145 

222,903  1 

Brush  

6,410,136 

4,626,335 

623,754 

79,802  1 

24,621,774 

13.883,460 

2366339 

386,046  I 

Fort  

24347,607 

17,972,132 

388349  1 

30306,907 

333I8»737 

411318  1 

Third  (HiniltiiM) 

12,028,286 

8,986,191 

1,499,400 

162,047  1 

Haiper  

7,941,159 

5,589,944 

1,112,633 

128,684 

33,344,716 

24,612,438 

3,827385 

403,118 

43,740^14 

31300301 

4389303 

404413 

MMMK8 

l380yflB 

8Sn,786 

81386 

80,487 

90304 

3366 

516  1 

20,136,117 

15,628,985 

3333,650 

310,088  1 

1455,163 

603,917 

346315 

27,530 

South  Chene .... 

lglM,155 

836,015 

199,860 

22,624 

Third  Street  Depot  

462,082 

247,920 

109368 

14388  1 

Trumbull  

438O375 

636,144 

79,063  1 

lector. . 

888,788 

443351 

96,492 

10311 

2,080,995 

1323.791 

347,836 

42,433 

46,074311 

36303381 

6388369 

601383 

1,109306 

1380.110 

80339  1 

3Q83iB3«8 

88388488 

3,671304 

OWmmSB  STATOTIC^  Of  THE  DBHtOIT  UIHTBD  MMSMAY 

1914 


Name  of  line 


Baker  

Brush  

Crosstmm. 
Fort.....^.. 
Fouiteentli . 


Hamilton . 
Harper .  . , 
Jefferson , 
Michigan. 


Michigan  Depot . 

Sherman  

Springwells  

South  Chene  — 


^nnnbiiB . . 

Victor  

Warren .  . . . 
Woodward. 
GiandBelt. 
GioHePt.., 


Telab. 


PASSENGERS 


Total 

23,330,757 
6,778,476 
28,469,966 
35310305 
SI3O7388 

13,174380 
8,927,290 
37,036,773 
46,484,661 
7,097,619 

2382384 
17,114,209 
1397,134 
I3O8302 
418381 

63643n 

1312,461 
1315,640 
47,457,294 
518313 
I42I3SO 


Revenue 

16,970,463 
4.907,370 
13,208,513 
18328325 
23331348 

9,923,644 
6,271,120 
27,023,347 
34,779,803 
5,322,269 

1,768,340 
13,052303 
865,406 
8I9373 
W374 

4307,734 

590,884 
1,336378 
35,573,351 

311,227 
1,100364 


818y8883B0 


2,099,515 
624,014 
2,598,452 
2,760304 
3,786310 

1,500,427 
1,039,607 
3,760,221 
4,533,442 
830,290 

269398 
2,197,304 
263,064 
202323 

UMM 

594,032 
120,787 
361,017 

4,780,243 

62,585 
200,611 


CarHoon 


235,928 
80,258 
288,811 
287365 


163396 
125,473 
406,936 

509,802 
95,664 

36,694 
239,362 
28,145 
22,777 
14492 

72,462 
12374 
43381 
807332 
0383 
14,125 


8304,408 


APPENDIX  £ 


INCREASE  IN  VALUATION  DUE  TO  RAPID  TRANSIT 
MlMlelphia: 

The  effect  on  assessed  valuations  of  real  estate  in  the  business  district  of 
Philadelphia  by  reason  of  the  building  of  the  Market  Street  subway  has  been 
marked.  In  the  report  of  the  Transit  Commission  of  the  City  of  Philadelphia 
/J  *^**"*P^^^*^^'^  statistics  by  years  showing  how  Market  Street  property 
(land  value  only)  has  increased  four  and  five  times  as  fast  in  the  same  period 
«s  on  other  adfacent  streets  which  are  without  rapid  transit. 

AMessed  Vahiations  of  Property  on  Princqial  D«fivery  IMftrkt  Stnett  Prior 
and  SobMipciit  10      CoiMtriictkm  of  liM  11^^ 

PrnmsTY  Betwhh  I3m  Sthebt  and  Dcla- 
WAWt  River  Fronting  on 

tonfi'""**,^.^""*-^  ^''"^^  Street     Chestaut  Street 

over  iwii  .»-.........»  K^A  t*  «  <^  • 

1912  over  1906  "  2?  IK 

1912  over  1900   III:.:::::::  WA     '     m  m 

The  Market  Street  subway  began  operation  in  August.  1908.   As  shown 
above  for  the  12-year  period,  the  Market  Street  valuation  increased  128% 

P^"°*^  similar  real  estate  on  Chestnut  Street  increased 
^  26%,  and  on  Arch  Street  increased  only  39%.  It  is  stated  that  this 
difference  is  largely  due  to  constmetion  of  the  Market  Street  subway  These 
figures  show  that  tliere  is  no  deterioration  in  vahies  of  adjacent  property 
due  to  sttliway  lines.  i        f  h  a 

INCREASE  IN  VALUATIONS  OF  OUTLYING  UNIMPROVED 
REAL  ESTATE  DUE  TO  RAPID  TRANSIT 

Philadeloliia: 

The  effect  on  tiie  valuation  of  land  in  the  46th  Ward  of  Philadelphia 

due  to  the  construction  of  the  Market  Street  subway,  as  given  in  the  report 
of  the  Transit  Commission  of  the  city  of  Philadelphia  for  a  12-year  period 
shows  546%  mcrease  and  over  130%  increase  in  a  6-year  period.   This  shows 
tHe  enormous  enhancement  of  value  of  land  in  outlying  districts  due  to  im- 
ptovm  rapid  transit. 

New  York: 

From  an  investigation  made  by  the  City  Club  of  New  York  in  1908,  the 
benefits  of  rapid  transit  on  land  values,  is  strikingly  demonstrated.  In  that 
part  of  Manhattan  north  of  125th  Street,  which  is  now  served  by  the  subway, 
the  increase  in  assessed  valuation  of  1907  over  1900  was  104%,  which  it 

286 


apparently  due  to  the  construction  of  rapid  transit  facilities.  Similarly  in  the 
Bronx  the  abnormal  increase  in  the  same  7-year  period,  due  to  the  building 
of  the  subway,  was  $31,300,000,  or  a  total  abnormal  increase  of  $80,500,000  in 
a  section  served  by  the  new  rapid  transit  system.  This  abnormal  incr«ise 
in  valuation  is  stated  to  be  about  6  tunes  the  cost  of  oonstmctkin  through 
the  district 

Chicago : 

The  increase  in  unimproved  land  valuations  due  to  the  building  of  rapid 
transit  lines  into  sections  which  previously  had  no  transportation  service  ts 
more  clearly  shown  m  Chicago  from  statistics  which  we  have  gathered  from 
the  public  records  as  follows : 


Aaseised  Valuatioas  of  Unimproved  Lots  in  Outlying  Districts  Served  by 

Elevated  Lines 


1894 

1901 

Percent 
Increase 

1914 

Percent 
Increaae 

$295 

$780 

164 

$1300 

6fi 

22S0 

534 

2500 

11 

seo 

87S 

48 

1125 

29 

820 

875 

6 

1000 

14 

765 

31S0 

312 

5000 

58 

885 

7000 

600 

Hneo 

50 

825 

2300 

180 

2250 

-2 

1495 

82 

2000 

34 

1060 

2100 

98 

2500 

19 

885 

1500 

70 

2000 

33 

1770 

3250 

83 

37.50 

15 

SSid  Stnct  Soulb  Sidni  .•........•>•••..• 

1680 

3500 

106 

3600 

2 

i 

975 

1575 

2000 

27 

In  the  10-year  period,  between  1894  and  1904,  the  tremendous  increase  of 
assessed  valuations  shows  from  one  to  nearly  6  times,  due  to  the  building 
of  elevated  lines,  the  increase  for  the  following  10-year  period  being  consid- 
erably less.  This  table  shows  that  real  estate  which  was  of  nominal  value 
and  which  in  a  number  of  places  was  assessed  as  acreage  before  being  made 
accessible  by  rapid  transit  has  obtained  enormous  increases.  ,^  Additional  ter- 
ritory has  been  made  tributary  to  the  city,  density  of  populatk>n  relieved  and 
citizens  are  permitted  to  buiM  detadied  houses  within  an  extended  time  zone 
of  transportation  to  the  business  center. 


287 


APPENDIX  F 


nr.  ^"  *f  *°  ^  Change.  wtqimA  for  tiie  ittDHtiiiff  within  the 
congjested  district,  and  which  are  shown  on  MAP  7,  ^tm^mmcth^  new 
sections,  corves  and  tnraoott  leqiiired,  which  aie  given  in  the  following  list: 

NEW  TRACK 

Double  track  in  Park  from  Columbia  to  Bagg. 

Cnnre  from  new  north  bound  track  in  Park  running  west  in  Bagg  to  con- 

■•Ctfon  at  Clifibrd  with  present  track  in  Bagg. 
Cbnt^ticm  of  new  sontii  hound  track  in  Park  from  Bagg  north  to  Charlotte 
^aiid  m  Chatfotte  weet  to  connectiott  north  with  juresent  track  in  Third. 

Ttonont  from  ptesent  tiack  in  Bagg  wett  howid  to  piesent  trade  in  Green- 

wood  north  bound. 

Ctmnection  from  present  track  in  Henry  at  Clifford  east  fc«^fif  in  Hemy  to 
connection  with  new  south  bound  track  in  Park. 

'^■.^  " '^'i;?^?"  from  Fort  to  Michigan.  reph«ang  present  single 
track  between  Michigan  and  Abbott 

Tlwnont  tan  present  weat  ho«nd  tiadt  i„ 
inunDttU. 

Turnout  from  new  north  hoond  trade  In  Tranhull  to  present  west  boond  track 

in  Michigan. 

Turnout  from  present  east  bonnd  track  in  Michigan  to  new  sooth  boond 
track  in  Tmmbnll. 

Tomoot  Iroin  new  sooth  boond  track  in  Trumbull  to  present  east  bound 
track  hi  Fort 

IWnoot  horn  present  north  boond  trade  in  TromboU  lo  present  west  bound 
track  in  Grand  River. 

Tnmout  from  present  track  in  Lamed  west  boond  to  prwent  trade  in  Third 
north  bound. 

Turnoot  from  present  track  in  Third  north  bound  to  present  west  boond 
trade  la  Port 

Continnatfoo  of  present  dngle  track  m  Famsworth  from  St.  Antoine  to  con- 
flttctkni  with  present  sooth  bound  trade  in  Beaobien. 

Cbatinoatkm  of  present  smgle  trade  in  St  Antoine  tnm  Famsworth  to 
Frederick  and  easti^  in  Frederick  from  St  Antoine  p.  cooneetkm 
northward  with  present  single  trade  m  Mastfaiga.  J 

TRACK  NOT  USED 

Double  track  in  Clifford  from  Columbia  to  Henry. 
Single  track  in  Clifford  from  Henry  to  Bagg. 
Two  tomoots  at  CUfbrd  and  Henry. 
Tnmoot  at  OHfopd  and  Bagg. 

Shi^  track  hi  Cass  from  Cohnnbia  to  Ledjard  and  in  Ledyaid  to  Third. 
Siiipe  track  hi  Third  from  Hemy  to  Charfotte. 
T^  tnmovts  at  La^yaml  mi  TUtA. 


APPENDIX  G 


ESTIMATE    OF    COST    OF    REROUTING    AND  EXTENSIONS, 
INCLUDING   PROPOSED    TRACK   AND    PAVING  CON- 
STRUCTION IN  THE  CITY  OF  DETROIT 

Track  changes  for  mooting  of  iorfsce  car  fines,  includ- 
ing new  constroction.  netxssary  removals,  paving, 
overhead  constroction  and  widening  of  Park  Boule- 
vard, complete  as  shown  on  MAP  7  and  in 
Appendix  F   $400,000 

Extensions  of  lines  as  recommended  for  immediate  con- 
struction and  shown  on  MAP  2,  complete,  induding 
paying  and  overhead  construction : 

1.  Grand  Belt  from  Warren  to  Harper  via 
McGraw,  12th,  Marquette,  Lincoln,  Baltimore, 
Milwaokee,  Brosh  and  Conant  $423,000 

2.  Fofest,  from  Mt.  £ltu>tt  to  Cadillac    137,000 

3,  Foorteenth,  from  Ferry  Park  to  Nicolet   45,500 

4,  Wanen,from34thtoD.T.  Railroad....   22,500  628,000 

Total  cost!....   $1,028,000 

The  extensbn  on  Cadillac  Aveno*  from  Harper  to  Jefferson  is  not  indoded, 
as  it  is  not  reoooiniended  for  hnmediate  constroction. 

The  extenskm  over  the  Belle  Isle  bridge  from  Jefferson  Avenue  to  the  island 
win  be  indoded  in  fotoie  estimates. 


2B9 


INDEX 

9M£M 

Additional  capacity  for  reiouted  lines  

redomniendations   28,29 

Alignment,  subway  ...117 

Analysis  of  rush  hour  traffic  

Approach  to  Belle  Isle  bridge,  Jefferson  Ave  27,  127,  128 

Area  of  Detroit,  Growth  in  7,  33,  34 

Aut(Mnobile,  industry  •  •  •  •  10,  35,  3<^  37 

traffic  18,  29,  125,  126 

Baker  Imes,  diagram  of  Woodward  crossing     

present  and  proposed  90,  91 

route  descriptiom,  1913  ^  ^2 

traffic  counts    App.  C 

traffic  diagrams  ®»  ^ 

BeUe  Isle  bridge  27,  127 

Jefferson  Ave.  approach    27, 127, 128 

fff^iPMWfndatio"*  •  ♦•  28,  130 

terminns  at  island  end  27,  128,  129,  130 

traffic  27,  127 

B(»ston,  revenue  passengers  per  mile  of  single  track,  curve  12 

revenue  rides  per  capita,  curve  53 

Tremont  Street  subway  26 

Brooklyn,  number  of  persons  per  dwelling,  curve  8 

revenue  passengers  per  mile  of  dngle  trade  12,  23 

revome  rides  per  caiiita,  carve....  53 

Bnidi  fines,  nwle  descriptioas,  1913.    132, 133 

present  and  proposed   

temporary  rerouting  55,  56 

traffic  counts    App.  C 

traffic  diagrams  /#, 

Buffalo,  curve  showing  growtii  in  population.  6 

nmnber  of  persons  per  dwdling,  curve     ...  .8 

statistics  of  mamifactnres  and  industries   37 

Building  foundations,  relation  to  subway  119 

Business  district,  location  of    ^ 

Cadillac  Square  loop  15,  61 

Chicago,  number  of  persons  per  dweUmg,  curve.  -8 

revenue  passei^ners  per  nule  of  sln^e  trade.  .12,  23 

revenue  rides  per  capita,  curve. *  .........S3 

291 


GHcmmti,  curve  shofwii^  gtvnptii  in  populatiQii* ........••.....■.•••.•.••••6 

ntmiber  of  peraons  per  dwdling,  curve.  8 

statistics  of  manufactures  and  industries  37 

City  Hall,  count  of  transfers  near   .9,  47,  48 

lines  of  equal  time  from  Map  4 

loop  15, 61 

sidnvay  statioii  118,  Plan  20 

Gty  of  Detroit  ...•..*....  .5«  31 

Qaisificd  moircniemt  of  factory  workers   .46,  47 

devdand,  curve  ^wii^  growth  in  population  ..*.....  .6 

number  of  persons  per  dwelling,  curve  8 

revenue  passengers  per  mile  of  single  track,  curve  12 

revenue  rides  per  capita,  curve  53 

statistics  of  manufactnres  and  industries  37 

Collectors,  stieet  ....18,  54 

recffltmnffndatuwis  ••••.••.•••••.* . ......•.....*.*....••...••.*.. 

Cdiiiiiuiies  formiag  the  D.  U.  R.  sjrstem  39 

Comparative  curves  of  population  6 

Comparative  statistics  of  manufactures  and  industries  36,  37 

Comparison  of  present  and  proposed  traffic  movements  58,  59,  Diagram  9 

Conclusions  and  recommendations   27-^ 

Conduits  120 

Confliictinif  crossings*  •  .49,  50 

Congested  district,  present  and  profiosed  routing  of  interuttan  Hues  through, 

113,  Map  10 

present  east  and  west  lines  across  42 

present  north  and  south  lines  through.  40,  42 

Connecting  surface  lines  for  subway  116,  Map  1 1 

Constituent  companies,  of  the  D.  U.  R.  system  39 

limitations  of.  •  •  •  .«....•..•.•  .38 

Coostmctioii,  of  subway   •119 

Cost,  eirtenskins  App.  G 

rerouted  trade  chaises.  17,  App.  G 

subways  21,  27,  124 

Count  of  transfers  near  City  Hall   9,  47,  48 

Counts,  traffic  App.  C 

Crossings,  conflicting   10,  49,  SO 

diagram  59 

redncfiMi  of  ..••*  *.  16^  19 

tdbk  of  time  delays  51 

Qosslcwm  Hues,  present  112 

proposed  extensions  28,  112 

route  descriptions,  1913  133 

traffic  counts  -^^P*  C 

trafik  diagrams  •  74,  76 

Pensitj  of  populatkm.  •  7,  33,  34 


PAGE 

Detroit,  City  of  ^'^J 

Detrmt,  Jackson  &  Chicago  Railway,  present  and  proposed   1 1^ 

route  descriptions,  1913  

Detroit,  Monroe  &  Toledo  Shore  Line  RaUway,  present  and  proposed  115 

route  descriptions,  1913  

Detroit  United  Railway,  constituent  companies  39 

operating  statistka  ^pp.  D 

foote  descriptkms,  1913  -^PP  ^ 

DimensMns  of  subway  V/^^a 

Dfatance,  lines  of  equal  distance  from  Gty  HaU.  Map  4 

Distribution,  of  factory  enq>loyees    •  7,  46,  Map  8 

of  population  7,  33,  Map  3 

Drainage,  subway  

Earnings  and  rate  of  fare,  subway    ^ 

East  and  west  lines  across  congested  district,  present  42 

Employees,  distribution  of  factory   7,  46,  * 

Equipment   » 

platform  changes  in  P-A-Y-E  cars  

Estimates  of  cost,  rerouting  and  extenskms  17,  App.  G 

subway  ^1,  27,  124 

ExteaskMis  to  dty  limits,  map  showing   34 

Factories,  location  of  jo'^^^^l 

Factory,  employees,  distribution  of  7, 9, 46, 

classified  movement  of  ■  -  ^  ^ 

Fall  River,  mmiber  of  persons  per  dweOinf,  aim  ^ 

Fare,  rate  of,  subway  ^  

surface  lines  ^^k'\V"^^ 

Feeder  street  car  lines  for  subway  nx 

Flint  divison,  present  and  proposed  07  «i  qq 

Fort  lines,  present  and  proposed  ^»     '  ^ 

route  descriptions,  1913. ...  -  I  *  r 

traflSc  counts   yo'yi 

traffic  diagrams  72.  76 

Fourteentli  &  Warren  West  lines,  present  and  proposed  94,  9^,  96 

extensions  ••  ^\ac 

route  descriptbns,  1913  135,  136,  145 

traffic  counts  'vif^'n 

traffic  diagrams   li*  M 

Franchise  limitations  •  •  •  •* * lj»  ^ 

Future  traffic  growth  51, « 

^   120 

Gas  pipes   _ 

Grade  of  subway  

Gra^d  Belt  lines  * 

proposed  extensions  .....^ 


293 


PAGB 

Grand  Circus,  growth  of  buildings  at   ^2 

portals  for  subway,  nmte  B.  ..  [[.  ] 

Gfowth.  industrial   « "  V<  ^ 

^  of  f«taf«  tniffic  *  i  2 

GwwA  is  am  of  Detroit   7  It  S 

wat^  fj^tmn^  ..... 
GrowHi of  popnlMiom  filMi^'' ii  S 

of  oHwr  cities   ...o,^^ 

*"  *  •   .'.O 

Hamiitioii  lines,  present  and  proposed  ...  ««;«/; 
nMie  dew^iptioiis,  1913   ■  .  .  .  .  / 

tewpotify  icraiitln^   10  ca 

traffic  cotmts  

tfiiiicdiagfani.  ^^/.o 

maper  lines,  present  and  fwofiowd   irti  ino 

route  dcscriptioM.  1913                                 * "  t5  tZ 

traffic  counts   a  r 

tfaffic  diagrams      " 

HmiI  on  Woodward  Ave.,  length  of. . .  *  "  .^  *.'.**.' .2^';^^ 

Inproveuients,  reconBendations   27»20 

relief  of  congestion  by  .V. 13  w 

Increases  in  valuation  due  to  r^iid  tnnnt   ..-.  *  *  *  * 25  Ann'  F 

Industrial  growth   ' *; 35  S*37 

Industries,  comparative  statistics  of   "  "    '  35'  37 

''**^'!^.V.'.V.'.V.'. •    •    .  .  '^  16.'  18.  29.'  42 

p««t;nMfp^ 

relation  to  sulwray   ^. 

temporary  retoiitiqg   Vn  oc 

Isochronal  lines    w  . 

 *  M»p4 

JtMmm  Am.  bridge  approach    27  i?7  i9« 

traflEc  at  Belle  Isle  bridge  .  27  127 

Jdieiaon  lines,  present  and  proposed   92  93 

route  descriptioos,  1913                       W 

traffic  counts   '1"  "2 

traffic  diag™™  ..."iiliiiiiliii^^iiiiiiii^liilsX^ 

Length  of  stdifway  routes   ,,7 

Loeiiioii  M  business  district  '.!*.'.*.'.*.*.'.' 31  32 

liOcation  of  factories   7*46.*  *M  '  8 

los  Angeles,  number  of  persons  per  dwidli^.  airii.  .*.*.*  *.*.*. '.*  *.*.*. .  _ . . .  *f  g 

MiMiiMtttes  in  Detroit,  compand  with  other  cities....  9  10  37 

statistics  of     '  ^ 

Mttiuiniii  schedule  cars  per  hour  i ! !  1 isi.  Dia^  9 


PAGE 

Michigan  Central  Depot  lines,  present  and  proposed  ..110,  ill 

route  descriptions,  1913  

Michigan  lines,  diagram  of  crossing  congestion  59 

present  and  proposed  •  ^'^t  ^  ^ 

route  descriptions,  1913  

traffic  counts  App.  C 

traffic  diagruns  67,  68 

Mihrankee,  curve  sfaowuig  growth  in  population  6 

number  of  persons  per  dwelling,  curve  .8 

statistics  of  manufactures  and  industries  37 

Minor  obstructions  to  subway  -...123 

Myrtle  lines,  present  and  proposed  104.  1<^ 

route  descr^tions,  1913  140, 141 

traffic  counts  •  App.  C 

traffic  diagrams   .74,  75 

New  York,  number  of  persons  per  dwelling,  curve  8 

revenue  passengers  per  mile  of  single  track  12,  23 

revenue  rides  per  capita  in  Manhattan  and  Bronx,  curve  S3 

North  and  south  lines  through  congested  district,  present  .40,  42 

Obstructions,  subway,  sub-surface  1 19,  123 

surface  119,  123 

Operating  statistics  of  D.  U.  R  41,  App.  D 

Orchard  Lake  division,  present  and  proposed   113,  114 

route  descriptums,  1913  139 

Outlying  and  crosstown  Hnes,  present  40 

if 

Parking  of  automobiles  29,  125 

Passengers  per  car  mile  for  principal  lines,  curve    80 

Passengers,  relati(m  to  population,  curve     20 

revenue  per  mile  of  single  trade,  curve  12 

Persons  per  dwdUng,  Detroit  8 

Phihddlphia,  UBtther  of  parsons  per  dwelling,  curve  ..8 

revenue  passengers  per  mile  of  sii^[le  track  23 

revenue  rides  per  capita,  curve  53 

Platform  changes  in  P-A-Y-E  cars  29,  54 

recommendations   29 

Bolice  r^julations  29, 125, 126 

Pdicy.  subway  25,  26 

Bootac  divisioa.  present  and  proposed  113 

route  descriptions,  1913  146 

Population  of  Detroit,  compared  with  other  cities  6,  32 

density  and  distribution  of   .33,  Map  3 

growth  of  6,  20,  32 

relation  to  passengers  20 

table,  by  deoides    32 

29S 


Population  of  suburbs  

Present  car  routing   \ •  •  •  •  •  Map  3 

Present  street  railway  system  "!**'.!*.*.";*. io*  ii*  iV  'w*  ^ 
IWit  traffic  conditions  in  Detroit  ..*.*/.*.  '.; 13.  38,  ftfap  1 

P»Ofiose<i  reroutinir  ©f  street  car  lines   iV  'c4 "  w  ! 

 14,  57,  jiiap  5 

Kapid  raUway,  present  and  proposed   lU  lie 

route  descriptions,  1913  .  \]Z 
R«c«iiiiincndations  and  conclusions  A;  *  ^1? 

Reguiatioiis,  police  and  traffic   % 

Idicf  of  congestkm  by  inqnovements  *  ' 

without  trade  diaoges  . .  i  V  i  »  t;i  c 

8««lti«g,  general  plan  u  'm  'fk' iLr    o  \/' 

recommendatiZ  ■  '     '     '  ^  ^' 

temporary  * "  S 

Residential  location  of  factory  workers  .  ' * '  * "  'yT^*^*  « 
Ra««e  passengers  per  mile  of  single  tra^k'  by  rout;;" '  '  ^  ^^^4? 
Rorenue  jMssengers  per  mile  of  single  track  in  various  cities. .  12  23 

Revenue  ndes  per  capita  in  various  cities,  curve. .  „ 

^hr^^nrtSS^   :::::::::iiiag;au;9;Map5 

Rush  hour  traffic,  analysis  of   ' "  * ' ^ 

 •  45 

Sdi^tde  cars  per  hour,  maxiwnn  D.  U.  R..  1913  16  61  Diaeram  9 

SecHom  of  subway,  typical   •  •  •  •  lo.  01,  A^iagram  9 

ci_      ■         ;.  120^  121, 122,  Plans  IS  16  17 

^leniian  hnes.  diagram  of  crossing  congestion  r.......  '  ' 

present  and  proposed   102  ua 

route  descriptions.  1913  V.V.'.V.V.V.V.V.'.V.VlVl  *142'  143 

traffic  counts   i***,  14J 

traffic  diagiams  .  -  ;  ; ^PP  -? 

recommendations    30 

Special  cars  recommended  [       '  ' S 

Springwells  lines,  route  descriptions,  1913.  ...*'.*  * .  *  *  *  *  *,'*.*.*.'],*  '  "  * '  143 

traffic  counts     

traffic  diagranis  •  •  •  •■^'^^'^^'''''''''1'' 

Smith  Chcne  Hues,  route  descriptions,  1913. . .  \aa 
traffic  counts   a  r 

traffic  diagrams  .*.^*.'.*.^^* .'.*.*.'.'.' *'.'*.*.'.' 74*  75 

Southern  terminal  loop,  subway   "**"«,'  V-m  *™  '  «2 

State  St..  through  traSc  on  .  ^        :    ' '  * ^  g 

Station  st(M)s   "* ??' 

  •  •  •  •  ••••••*•............,.,,...  19  55 

raconunendations    *  ^ 

Stations,  cOQStractioa  of  subway  .  .  .  .  .  .  . 

296 


PAGE 

Statistics  of  D.  U.  R.,  operating  41,  App.  D 

Street  collectors   18,  54 

reconunendations  29 

Street  railway  system,  present  10, 11, 13,  38,  Map  1 

history  39 

Street  system  5.  31 

Structural  features  of  subway  117 

Suburbs,  population  of  Map  3 

Subway    19,  Map  U,  Plan  12,  13, 14 

policy  .25,  26 

recommendatkms  30 

route  A  ^  116 

route  B  123 

short  26,  27,  30,  123 

stations,  typical   117,  119,  Plan  21 

sections,  typical   Han  19 

Temporary  rerouting  18,  29,  55,  56 

Terminal  loop  of  subway,  souiiem  21, 122,  Plan  12 

Third  Street  Depot  lines,  route  descriptions,  1913  144 

Through  lines,  institution  of  57 

to  be  continued  15,  60 

Time,  lines  of  equal  time  from  City  Hall  Map  4 

Time  delays  resulting  from  crossing  interferences  14,  49,  50 

table  *.*  51 

Track  changes  required  by  rerouting.  17, 61,  ^pp  F,  M^  7 

cost  of  ,  17,  App.  G 

Track  plans  for  rerouted  system  and  vehicle  routing  Map  6 

Traffic,  analysis  of  rush  hour  45 

Belle  Isle  bridge  27,  127 

counts  57,  63,  App.  C 

future  growth  of  20,  51,  52 

present  conditions  in  Detroit  9,  45 

vdiide  ...125 

Woodward  Ave.  21,  22,  App.  B 

Traffic  center  13 

Traffic  congestion,  conflicting  crossings  causing  10,  49,  50 

diagram  showing  59 

Traffic  movements,  comparison  of  present  and  proposed  58,  59,  Diagram  9 

Trailers  19,  5)5 

Transfers,  between-mibway  and  surface  lines  near  Qty  HaB,  count  of . . .  .9, 47, 4^ 

Tranbull  lines,  present  and  proposed  ,  .  .106,  107 

route  descriptions,  1913     144, 145 

traffic  counts  App.  C 

traffic  diagrams    72,  74,  75 

Tunnels  ••.  120,  Plan  IS 


297 


IRREGULAR  PAGINATION 


PAGE 

Two-car  units  19  55 

iwommenditioof    '  28 

Typiaa  stctioiis  of  sahwmy   . . . . .  1. . . ! . .  .Ban  19 

Typial  subway  station  117*  119,  Plan  21 

Unnecxstairy  crossing  of  Woodward  Ave  58*  60 

Valuation,  increases  in  real  estate    25  Add  E 

Vdiicle  triific  *    '  ^^^jS 

tecommendations   ,  ,  29 

Vidor  lines,  route  desar%iioat,  1913   'hS 

traflSc  counts  ^.  _  /.  /.A^.  C 

Warren  West  lines,  extension   28  96 

present  and  inofioied  .    .    .  .  .  .'94/95.'  96 

worn  aescrqptions,  1913  ............... .t  , .  ,145 

traffic  ooonts   ^PP»  C 

traffic  di^pams  , ,  jrg,  79 

Water  mains  "*    *  122 

Woodward  Ave.  traffic  ,  . .  .  .  .*.  .V.'.  .21  22 

revenue  passengers  per  mile  of  single  track,  tables   23  41 

m»^cmm  A  '  B 

iengtll  #t  nanl   _ ,  22  App  B 

Wiiodward  Ave.  subway   19. 30, 116,  Map  11 

Woodward  Ave.  unnecessary  ^g^iry  of   58,  60 

Woodward  lines,  present  and  proposed   .gjj^ 

route  descriptions,  1913  ^  ^  ^  |^ 

qiedal  traffic  counts  .  App.  B 

traffic  diagrams    64  65 

Wyandotte  division,  present  and  proposed                                .114 

fomie  detcfiptiont,.  1913  ^  ^  1 . ! !  ]  ]  [ .  1 ! ! ! !  !l35 


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CARS 

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SOUTHERN  TERMINAL  LOOP 

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ACCOMPANYING  REPORT  TO 
BOARD  OF  STREET  RAILWAY  COMMISSIONERS 
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Plan    of  Woodward  Avenue  and  Loop 


VERTICAL  SCALE 
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PLAN  13 


WOODWARD  AVENUE  SUBWAY 
FROM  BAQG  ST.  TO  VIRGINIA  PARK 
INCLUOIflG  NEW  SCIVCIIS 

m^itmmmm  report  to 

RORRD  or  STRtCT  RAILWAY  COMMISSIONERS 
CITY  OF  DETROIT 


BY 

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PLAM  or  WbODWARD  AvtNUC 


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PnOFItl   or  WOOOWAMD  AVCMUK 


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PLAN  14 

WOODWARD  AVENUE  SUBWAY 
FROM  VIRGINIA  PARK  TO  MANCHESTER  AVE. 
INCUIDINQ  NCW  SKWCRS 

ACCOMPANYING  REPORT  TO 
MMMO  OF  STREET  RAILWAY  COMMISSIONKRS 
CITY  OF  DETROIT 


4  KLAPP.  CONSULTma 

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PLAN  18 
WOODWARD  AVENUE  SUBWAY 
PRESENT  LOCATION  OF  PRIVATE  TUNNELS 

ACCOMPANYING  REPORT  TO 

BOARD  OF  STREET  RAILWAY  COMMISSIONERS 

CITY  OF  DETROIT 
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fUmClAV  PMiaONS  &  KMPT.  CONSULTINQ  CNOINCniS 

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TYWCAL  STATION 

ACCOMPANYING  RCPOIIT  TO 

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CITY  OF  DCTROIT 

BY 

MRCLAY   PARSONS  4  KLAPP.   CONSULTING  ENGINCCIIS 


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COLUMBIA  UNIVERSITY  LIBRARIES 


NOV  14 


1  i* 


'-W'f-i 


"J' 


1 


